Paris Charles de Gaulle Airport
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- 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
ASL Airlines France
Azerbaijan Airlines AZAL
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
Hong Kong Airlines
South African Airways
Virgin Atlantic 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. It is operated by Groupe ADP, formerly known as Aeroports de Paris.
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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2,475 total articles
90 total articles
Air France-Singapore Airlines partnership talks highlight lack of Gulf airline penetration in France
The growth of Gulf airlines continues to force competitors to innovate and adapt to the new market, sometimes forgoing long-standing partnerships and business views. The next response may be a partnership between Air France and Singapore Airlines, the two of which are reportedly in talks.
Such a partnership would be symbolically significant. Both are anchor members of opposite alliances – Star and SkyTeam – and are bitter about the growth of Gulf airlines. Air France is boisterous in its remarks while Singapore Airlines keeps complaints out of the public space. Air France has not been silenced by a partnership with Etihad; one that appears to have never been fully consummated. Singapore Airlines’ Air France talks come at the same time as SIA plans to implement a JV with the Lufthansa Group.
The view from SIA appears to be that France is a significant market, and connections from Lufthansa Group hubs are not sufficient. As Air France and SIA move towards a partnership, Gulf airlines continue to be denied French traffic rights: they have one quarter as many flights to France as to the UK. Air France has cut Southeast Asia capacity but KLM has grown, indicating that the group is seeking new strategic solutions.
The A380 continues to be intertwined with London Heathrow. Malaysia Airlines has cut both its European and A380 scheduled network to just twice daily Heathrow A380 services. Emirates will introduce a sixth daily A380 flight to Heathrow and British Airways is evaluating taking second-hand A380s. London Heathrow is not the busiest A380 airport: that title goes to Dubai, home of Emirates, which operates more A380s than any other airline.
London Heathrow stands out among major A380 airports, as only 30% of its A380 flights are flown by a local airline (British Airways). At Bangkok, Sydney and Melbourne foreign airlines also have more A380 flights than local operators. At Seoul Incheon, 82% of A380 flights are flown by local airlines. Of the 15 largest airports with A380 operations, all but three – Los Angeles, New York JFK and Hong Kong – are the hub of an A380 operator. Qantas flies the world's longest A380 route (to Dallas) and Emirates the shortest (to Kuwait City). China Southern and Qatar have the shortest average sector lengths, which are half those of Malaysia and Qantas, which have the longest.
EasyJet has let slip that winter profits are falling, in spite of fuel price reductions. For the first time, its trading update for Oct-2015 to Dec-2015 (1Q of its financial year FY2016) gives a cost per seat figure, in addition to the usual revenue per seat. Europe's second largest LCC did not announce a 1Q pre-tax profit figure, but it can be calculated from the other reported data that it dropped 25% year on year.
This was due to revenue per seat falling more than cost per seat. The weakness in unit revenue was the result of terrorist activity affecting demand in Sharm El Sheikh and Paris in Nov-2015. EasyJet actually performed better than expected on costs, but weak unit revenue has become a trend in recent quarters and is set to continue in 2Q.
Of course, the airline makes all its money in the summer, and so - large percentage changes in the small winter profits do not say much about the full year. EasyJet still expects a higher pre-tax profit this year, but the strong double digit earnings growth of recent years is becoming harder to repeat.
Paris Orly Airport: Air France shrinks as its LCC Transavia grows, but easyJet & Vueling grow faster
The Paris terrorist attacks on 13-Nov-2015 interrupted a healthy year of traffic growth at Paris Orly Airport but did not prevent it from posting record passenger numbers for the year. Its traffic suffered more in the global downturn than that of its larger sibling airport, Paris CDG, but it also recovered more strongly. However, Orly's growth has been slower than CDG's in the past two years, since Air France's network cuts at its number two airport have offset LCC expansion there.
As a low cost market Orly is relatively small, but it has the distinction of being an important base for the LCC subsidiary of two of Europe's Big Three legacy airline groups. It is the second largest base for Air France-KLM's Transavia, and the third largest for IAG's Vueling. However, both have much less capacity there than easyJet, for whom Orly is only the tenth largest airport.
Transavia's growth, while Air France shrinks, is little more than maintaining Air France-KLM's traffic at Orly. It is not maintaining the group's market share, since Vueling and easyJet are growing faster. A 2014 agreement with pilots limits Air France-KLM's room for manoeuvre.
Marseille is a port city on the French Mediterranean coast and one of the country’s largest conurbations.
Marseille Provence Airport handles both full service and low cost airlines (for which a dedicated terminal was constructed in 2006) and travel to and from North Africa makes up a large part of its passenger portfolio. It is in competition with a range of airports to the east, west and north, mainly medium sized ones such as itself, across distances varying from 170km to 400km.
This report looks at growth trends at Marseille Provence Airport, operational statistics, how it matches up to peer airport competition across a range of metrics, and at construction activities and ownership issues. Privatisation of the airport is likely, possibly within 2016; whether it occurs probably depends on prior privatisations at Toulouse, Nice and Lyon Airports.
Last month, Flybe announced that it would establish a new base at Robin Hood Doncaster-Sheffield Airport in summer 2016. The airport is only ten years old and among the UK's smallest, ignored by most of its leading airlines and mainly used by Wizz Air to serve destinations in eastern Europe. Sheffield is the UK's fourth biggest city, but it lacks connectivity.
Flybe will offer a combination of leisure and business routes, together with vital links to major hubs in Paris and Amsterdam. And the airport will suit Flybe's strategic preference for avoiding competition. It will launch eight routes from Robin Hood, and has indicated that it will also have ten other new routes from other airports in 2016.
Flybe has undergone a lengthy period of restructuring, including more than two years under current CEO Saad Hammad and is now growing once more. The airline's results for the first half of its FY2016 indicate that it may indeed now be entering what Mr Hammad calls the profitable growth chapter of its story.