Madrid Barajas Airport
- CAPA Analysis
- Schedule Analysis
- Cargo Analysis
- Route Maps
- Airport Charges
- Fast Fact Report
- IATA Code
- ICAO Code
- Corporate Address
- Avda. de la Hispanidad, s/n, 28042 Madrid, Spain
- Spain and Canary Islands
- Domestic | International
- Airport Type
- Other airports serving Madrid
- Torrejon Airport
- 4100m x 60m
3500m x 60m
4350m x 60m
3500m x 60m
- Airlines currently operating to this airport with scheduled services
- Aegean Airlines
Air Arabia Maroc
Air Europa Lineas Aereas
Boliviana de Aviacion
CSA Czech Airlines
Cubana de Aviacion
Delta Air Lines
KLM Royal Dutch Airlines
LOT Polish Airlines
Norwegian Air Shuttle ASA
Royal Air Maroc
Ukraine International Airlines
- Airlines currently operating to this airport via codeshare
- Air Austral
Air New Zealand
All Nippon Airways
China Eastern Airlines
China Southern Airlines
Heli Air Monaco
Hong Kong Airlines
Pakistan International Airlines
South African Airways
Madrid Barajas (Adolfo Suárez) Airport is the main international gateway to Madrid, Spain. Among the busiest airports in Europe, Madrid Barajas hosts domestic, regional and international passenger and cargo services from over 60 airlines and is the major hub for airlines including Iberia, Air Europa, easyJet, Ryanair and Vueling. Madrid is a major European airport for passengers travelling to and from Latin America, with Spanish and Latin American airlines operating extensively between the two regions.
Location of Madrid Barajas Airport, Spain and Canary Islands
Ground Handlers and Cargo Handlers servicing Madrid Barajas Airport
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Fuel & Oil Suppliers servicing Madrid Barajas Airport
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1,676 total articles
79 total articles
Cathay Pacific remains attached to its premium business model, which in 1H2015 showed some improvements from a low base while profits from subsidiaries and associates – namely an unhedged Air China – greatly helped the bottom line. "We must be doing something right," chairman John Slosar said.
But the going is getting tough. A 12% decrease in fuel net of hedging losses was largely passed on to consumers with a 9% decrease in yields, although there is some impact from foreign exchange. Premium long haul demand remains soft. Cathay's recipe for relying on efficiency improvements could be reaching a ceiling: aircraft utilisation may be tempered to address growing congestion while load factor is at 86%. A350s, and later, 777Xs bring improvements but other gains will be precious. Cathay must rely on incremental improvements to remain ahead of competitors that have better geography and bigger local markets. Restructuring of China's bloated state-owned airlines was once a fantasy but is now coming into focus, a concern for Cathay.
Philadelphia International Airport seems to be holding its own within the combined network of American and US Airways, with most of its long-haul service available prior to the merger remaining intact.
After the two airlines decided to merge, questions surfaced about whether Philadelphia would maintain its status as a gateway to Europe given its proximity to legacy American’s hub at New York JFK. But the airports cater to different markets, and US Airways/American has a lock on several markets from Philadelphia to Europe.
Similar to other US airports lacking service to Asia, trans-Pacific flights are a major target for Philadelphia as plans are under way for a runway extension to support aircraft carrying more fuel. New flights to Asia are not on the immediate horizon, but in the short term, Philadelphia travellers have efficient one-stop service through Doha with Qatar’s service from the airport.
After somewhat quickly redeploying capacity out of Venezuela in 2014, Avianca Holdings seems positioned to execute a solid performance in 2015 as a result of having less exposure to troubled economies in Latin America than some of its competitors.
Similar to other airlines with significant exposure to Venezuela, Avianca has opted to redeploy capacity into the Caribbean and domestic routes within the Avianca Holdings network that includes Central America. The airline also plans to expand long-haul offerings in 2015 with the resumption of service between Bogota and Los Angeles and additional frequencies from Bogota to London Heathrow.
Avianca will spend much of 2015 maturing the capacity redeployed in 2014 from Venezuela to other markets. But with the transition now complete, Avianca can now focus on leveraging its strong network in Central and South America and taking advantage of its leading position in some of the stronger economies within those regions.
The announcement that Qatar Airways (QA) has acquired a 9.99% stake in the publicly listed IAG was something of a surprise. True, IAG's British Airways was instrumental in bringing QA into the oneworld alliance. The two groups codeshare on a number of routes and QA operates freighter capacity for IAG Cargo. They frequently make comments about each other in public that demonstrate a consderably more balanced relationship than between other big European legacy airline groups and competitors from the Gulf.
There is much more that could be done to build a wider and deeper relationship between the two. The two groups' networks complement each other in Asia Pacific and the Americas and more codesharing would make sense for both. Some form of joint venture agreement is even on the cards.
Nevertheless, on the face of it, deepening the relationship does not require an equity stake on either side. Perhaps it is QA's way of demonstrating that it is serious about a commercial partnership that is both close and long term. For IAG, if the relationship works, then it could give a further advantage over Air-France-KLM and Lufthansa.
Etihad Airways has been named the CAPA Airline of the Year for 2014 at the 12th annual CAPA Aviation Awards for Excellence in Antwerp, at a gala industry function hosted by Travelport.
The CAPA Airline of the Year is awarded to the carrier that has had the greatest impact on the development of the airline industry, established itself as a leader, and the benchmark for others to follow.
Peter Harbison, Executive Chairman of CAPA, said: “The efficiency of the aviation industry is strangled by archaic ownership and control rules that prevent cross border mergers and rationalisation of airline offerings. More than any other factor this has effectively confined the industry to drastic financial underperformance. Faced with this roadblock, no single full service airline has done more than Etihad Airways to challenge the status quo with its remarkable strategic partnership model.
LATAM Airlines Group is making adjustments to its international network in late 2014 and 2015 as the macroeconomic conditions in some of its home markets remain weak. The changes also reflect the group's ability to leverage the combined fleets of LAN and TAM post merger as LATAM continues its efforts to shed inefficient aircraft as it phases out 39 jets during a two year period.
LATAM is increasing frequency to North America and adding service to Europe even as it has cited some pressure in those markets during the last year.
But the company appears wisely to be selecting markets that are largely shielded from competition that could help deflect any lingering economic weakness within South America.