Paris Orly Field
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- Paris Beauvais-Tille Airport
Paris Charles De Gaulle Airport
Paris Vatry Airport
- 2400m x 60m
3650m x 45m
3320m x 45m
- Airlines currently operating to this airport with scheduled services
- Aigle Azur
Air Europa Lineas Aereas
Cubana de Aviacion
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Royal Air Maroc
- Airlines currently operating to this airport via codeshare
KLM Royal Dutch Airlines
Paris-Orly Airport is an international airport located 13km south of central Paris, France. Orly is the second-largest airport serving France and the Paris metropolitan region, after Charles de Gaulle to the city's north east. Although Orly used to be Paris' major international gateway, the airport is still served by 35 airlines which operate to destinations across Europe, the Middle East, Africa, the Caribbean and North America. All major international airlines operating long-haul service into Paris generally operate into Charles de Gaulle. Orly is, however, the busiest French domestic airport.
Location of Paris Orly Field, France
Aeroports de Paris share price
Ground Handlers servicing Paris Orly Field
616 total articles
31 total articles
As Delta Air Lines continues a seemingly open attack on its partner Alaska Air Group at its Seattle hub, Alaska Airlines is stressing that alliances like its long-time pact with Delta are complicated. Its overall message is that it will work with Delta where it is mutually beneficial and compete vigorously as Delta continues its encroachment.
Delta’s latest moves are in two of Alaska’s key north-south markets on the US Pacific west coat – Portland and Seattle. Ironically, Delta seems to be practicing what Alaska executives recently stressed to analysts – removing emotion from evolving competitive dynamics. As Delta continues its moves into Alaska’s markets unabated, it certainly is showing no emotion as Seattle continues to rise in prominence in Delta’s domestic and international network.
Just how the current competitive build-up by Delta in Alaska’s markets will affect their long-term relationship is uncertain. But in the meantime Alaska continues to post financial results that are among the best in the US industry, which means that it has a strong foundation from which to defend itself.
A 16-day US Government shut-down and continuing pressure created by the devaluation of Japan’s currency did not hinder Delta’s 3Q2013 earnings growth as profits improved by USD444 million year-on-year to USD1.2 billion (excluding special items).
With corporate demand holding steady and holiday bookings looking relatively solid for Nov-2013 and Dec-2013, Delta CEO Richard Anderson is declaring the carrier will post an all-time record profit during 2013.
Delta throughout much of 2013 has been riding a wave of positive momentum despite some miscalculation in the spool-up of its Trainer refinery, and the continuing pressure from the devaluation of the Japanese yen. Even as it makes proclamations of record profits for 2013, Delta’s CEO Richard Anderson stresses that the carrier is keeping its head down as it works to continue the carrier’s advancement.
After warning earlier this year that its yields would continue to be under pressure during 2Q2013, Air Canada managed to grow yields by 1.5% and record a solid financial performance for the quarter.
Overall 2013 has been much calmer for the carrier as volatile labour negotiations during 2012 led to work slowdowns that weakened its results for the first half of that year. The closure of its main maintenance provider Aveos also took its toll on Air Canada’s finances during 1H2012 when its losses widened from CAD241 million to CAD306 million year-on-year.
After recording a loss during 1Q2013 and a 1% decline in yields, Air Canada gained some traction in 2Q2013, posting an adjusted profit CAD115 million and shrinking 1H2013 losses year-on-year from CAD169 million (USD162 million) to CAD29 million (USD28 million).
As American and US Airways move to close their merger in Jul-2013 and set out on a complex integration process, speculation over the status of the nine hubs comprising the backbone of the combined network was revived after a report from a US government watchdog questioned Philadelphia’s role in the combined network. Similar queries have also arisen over the status of Phoenix once integration is complete.
The network optimisation that occurs during a merger integration inevitably results in some service cuts and eliminations as unprofitable flights are culled. Southwest has been weeding out AirTran’s unviable routes for the last year (notably, without a huge amount of criticism) as it attempts to complete integration of the two carriers.
While it is natural to assume some hubs might lose prominence in the combined American-US Airways network, the reality is that during the last few years all the major American carriers have undergone network overhauls that resulted in concentrating flying at their hub strongholds, leveraging strength where they have a commanding presence. US Airways and American have notably embraced that strategy, evidenced by US Airways placing 99% of its flying at its Charlotte, Philadelphia, Phoenix and Washington National hubs while American continually touts its cornerstone strategy that entails building its network around Dallas/Fort Worth, Chicago, Los Angeles, Miami and New York.
SkyTeam partners Air France-KLM, Alitalia and Delta are approaching the fifth anniversary of the launch of their immunised trans-Atlantic joint venture. But the major strategic moves by those airlines during the last year were squarely outside that umbrella, as Air France warmed to the Gulf carriers through its new partnership with Etihad, and Delta moved to improve its position in the London Heathrow market through an equity stake and partnership with Virgin Atlantic.
Star joint venture partners Air Canada, Lufthansa and United have been preoccupied throughout most of the last year with getting their own respective houses in order and have done little publicly to play up any advantages they are enjoying through their business partnerships. oneworld joint venture partners American Airlines and sister carriers British Airways and Iberia have been equally distracted with Chapter 11 restructurings, mergers and strikes – and meanwhile, Qatar Airways has been welcomed into the fold, further complicating the evolution of the global alliances.
The rise and rise of low-cost carriers in Europe has been rapid and, it seems, irreversible. The result has been to transform Europe's short haul market. There is nothing new about that, but the three big legacy ‘flag carrier’ groups in Europe – Air France-KLM, IAG and Lufthansa – have only recently dedicated serious attention to new initiatives to combat this continued onslaught on their short haul operations.
In 2012, IAG established Iberia Express to operate short haul feed into the Madrid hub and also bid for the 54% of Vueling that is not already owned by Iberia. Also in 2012, Lufthansa announced plans to transfer non-hub European traffic (ie outside Frankfurt and Munich) to LCC subsidiary Germanwings. Only last week, on 28-Jan-2013, Air France-KLM announced a new regional carrier, Hop, bringing together group regional airlines Brit Air, Regional and Airlinair in a further stage of its short and medium haul restructuring that has also brought efficiency measures at its French provincial bases.
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