Paris Charles de Gaulle Airport
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- 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
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
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Fuel & Oil Suppliers servicing Paris Charles de Gaulle Airport
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2,188 total articles
88 total articles
There are numerous airport expansion projects taking place presently that are attracting more attention than Hong Kong’s third runway - for example, Beijing, Istanbul, Mexico City and others.
There are airport privatisations that are more noteworthy than Vietnam’s - such as AENA, Greece etc.
Bu the combined effect - and complex features - of these Hong Kong and Vietnam events have great significance for the region, with many parallels with other parts. Funding, environmental issues, politics and more; all are part of the move to expand much needed infrastructure in the region's booming marketplace.
Charlotte Douglas International Airport seems to be settling into its new role as part of the much broader joint American-US Airways network where the airport is part of a nine-hub operation that includes the much larger markets of Dallas/Fort Worth, New York and Los Angeles.
Charlotte’s stability has remained intact since the two airlines closed on their merger at the end of 2013, and are now in the midst of some of the more difficult aspects of integration. The airport has a keen self awareness that while it is not the most important hub within American’s network for international transit passengers, its geographic position in the US South East offers is key for connecting domestic passengers in the north-south East Coast corridor, and leisure passengers to the Caribbean and Central America.
Obviously Charlotte’s long-term goal, like numerous other airports, is to boost international service. But for the short-term the airline is charting steady passenger growth while maintaining competitive costs.
Pittsburgh International Airport was one the first major hubs to face the reality of tough economic times as US Airways in the middle of the last decade opted to pull down a significant amount of service at its one time hub. Further cuts occurred after US Airways merged with America West that resulted in Pittsburgh essentially becoming a spoke for hubs of the US major airlines.
The result was Pittsburgh being left with a fairly new terminal designed for connecting passengers that exceeded demand for its new status as an origin and destination airport.
But like other airports, Pittsburgh has learned the art of reinvention, and has kept passenger throughput relatively stable during the last few years with new service from low cost airlines and some capacity additions by legacy airlines. Now the airport has embarked on a more unconventional strategy to slash debt and offer airlines a competitive cost base.
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.
Latin America continues to provide new infrastructure to cope with the projected growth, but while there the continent accounts for 14% of the world's airport projects, that translates to only 4% of the investment dollars, according to CAPA's Airport Construction & CAPEX database.
Brazil was the centre of much attention in 2012-2014, with high cost airport privatisations, failure to complete some construction projects for the World Cup and latterly the re-election of the incumbent left-leaning President, Dilma Rousseff. But, in response to a public backlash against the spending, this may well signal a delay to the privatisation progress there for now until a review into the structure of Infraero is completed.
But the airport construction and investment activity elsewhere across the Latin American continent is attracting worldwide attention.
The following report measures the scale and nature of development and describes individual construction jobs and transactions.
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.