Paris Charles de Gaulle Airport
- CAPA Analysis
- Schedule Analysis
- Cargo Analysis
- Route Maps
- Airport Charges
- Fast Fact Report
- IATA Code
- ICAO Code
- Domestic | International
- Airport Type
- Other airports serving Paris
- Paris Beauvais-Tille Airport
Paris Le Bourget Airport
Paris Orly Airport
Paris Vatry Airport
- 2700m x 60m
4215m x 45m
4200m x 45m
2700m x 60m
- Airlines currently operating to this airport with scheduled services
- Adria Airways
Air Europa Lineas Aereas
Air Tahiti Nui
All Nippon Airways
Arkia Israeli Airlines
Azerbaijan Airlines AZAL
China Cargo Airlines
China Eastern Airlines
China Southern Airlines
CSA Czech Airlines
Delta Air Lines
ECAir - Equatorial Congo Airlines
KLM Royal Dutch Airlines
LOT Polish Airlines
Mauritania Airlines International
Middle East Airlines
MNG Airlines Cargo
Pakistan International Airlines
Royal Air Maroc
Ukraine International Airlines
XL Airways France
- Airlines currently operating to this airport via codeshare
- Aerolineas Argentinas
South African Airways
Paris Charles de Gaulle (Roissy Airport) is main international gateway to France and a major aviation hub in Europe. Among the largest airports in the world, Charles de Gaulle is located to the north of Paris and is continental Europe's busiest airport. Hosting over 60 domestic, regional and international passenger and cargo airlines, the airport is a hub for Air France, easyJet, and FedEx Express.
Location of Paris Charles de Gaulle Airport, France
Aeroports de Paris share price
Ground Handlers and Cargo Handlers servicing Paris Charles de Gaulle Airport
Fuel & Oil Suppliers servicing Paris Charles de Gaulle Airport
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France's traditionally conservative aviation policy has meant that air services have focussed around Paris. The result is that there are few large airports outside the capital.
Moreover, the privatisation of France’s airports has been a long drawn out, stop-start process, which involved Aeroports de Paris at one end of the scale and a number of secondary level airports serving small cities at the other.
Sat patiently in the middle have been the primary level airports (only one of which handles more than 10 million ppa despite that designation).
But with the forthcoming privatisation of Toulouse Blagnac airport their time may have come at last.
The fall in Air France-KLM's 3Q2014 operating profit more than offset improvements recorded in 1H2014. This deterioration in 3Q2014 was largely as a result of the 14 day pilot strike in Sep-2014, which hit the operating result by EUR330 million. Nevertheless, even without the strike effect, unit revenue weakness weighed on the underlying performance of the group and lowered the like for like operating result.
Air France-KLM expects passenger capacity growth in long-haul markets from Europe to slow a little from 6.3% in 3Q2014 to 5.5% in 4Q2014. It plans to keep its own passenger capacity flat, with significant cuts in point to point capacity, but these price pressures look unlikely to dissipate quickly.
The company says that its Transform 2015 programme, which mainly focused on cost and debt reduction, is on track and it is already implementing key initiatives under its new Perform 2020 plan. The ratification by pilot union membership of the recent draft agreement over the growth of Transavia would provide an important psychological boost.
CAPA’s Airport Traffic Database, one of the eight components of the Airport Data Suite, now has monthly and annual data for over 1000 airports worldwide.
Specifically, the database has monthly traffic data for 1030 airports and annual data for 1265 airports, to add to the 200 (monthly) and 275 (annual) airlines data, traffic data for 15 countries, and tourism statistics for 27 countries that are held separately. These numbers increase daily as CAPA sources and adds additional airport statistics.
This report considers some of the features and benefits of the CAPA Airport Traffic Database by reference to examples.
At its recent Investor Day, Air France-KLM gave details of its 'Perform 2020' five-year industrial plan, originally outlined in Jul-2014. Much of it is a continuation of 'Transform 2015': discipline over capacity and capital, further unit cost reduction (at 1% to 1.5% pa) and further balance sheet fixing. It also involves more restructuring of the short and medium haul passenger business, including a more aggressive expansion of LCC Transavia from 44 aircraft this summer to 100 in 2017, a further cuts in the full freighter fleet and growth in the more profitable maintenance business.
Perform 2020 moves Air France-KLM in the right direction, but the pace of change is glacial. The group's profitability lags its main rivals' as it continues to be hamstrung by legacy issues such as union power. Transavia is a genuine low-cost operator, but, since its French arm started in 2007, its total fleet has grown by 16 aircraft, close to 60%. Over the same period, the combined fleets of Ryanair, easyJet and Norwegian have more than doubled, adding over 300 units. It has taken Air France-KLM far too long to wake up to its LCC's potential.
United Airlines’ prolonged underperformance in revenue generation relative to its US network airline peers has led to growing questions about United’s management of its network, and if certain hubs should be eliminated altogether.
Recently the performance of United’s Dulles hub has come under scrutiny as its proximity to the airline’s gateway at Newark Liberty seemingly diminishes the importance of Dulles in United’s overall network.
The latest bout of criticism for United reflects growing industry curiosity and impatience regarding a timeframe of when the airline could possibly close the revenue performance gap relative to its US peers. Until United begins to show solid signs of improvement, every detail of the airline’s network and operations will continue to be scrutinised, and the criticism is likely to continue.
Air Canada’s low-cost subsidiary rouge for the moment does not seem to be creating huge pressure for Air Transat, which operates on many of the same routes as rouge, targeting the same segment of leisure passengers.
Air Transat appears to be making moves to keep the overall supply-demand equilibrium in check in the busy summer season trans-Atlantic markets by keeping its supply growth relatively flat year-on-year, while Air Canada capacity increases. Even with Air Transat keeping a tight lid on supply, the company does project an overall 10% rise in supply from Canada to Europe during the summer season. However, pricing seems to be holding steady in those markets, perhaps indicating that rouge and Air Transat for now can co-exist.
As it kept capacity in check on trans-Atlantic services, Air Transat opted to grow its supply by 9% year-on-year to sun destinations during the summer season period. But the company believes pricing in those markets is holding steady even though some of the routes are amply served by other Canadian airlines.