Prague Václav Havel Airport
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- Czech Republic
- Domestic | International
- Airport Type
- 3715m x 45m
3250m x 45m
2120m x 60m
- Airlines currently operating to this airport with scheduled services
- Adria Airways
Azerbaijan Airlines AZAL
CSA Czech Airlines
KLM Royal Dutch Airlines
LOT Polish Airlines
Norwegian Air Shuttle ASA
Ukraine International Airlines
- Airlines currently operating to this airport via codeshare
Air Europa Lineas Aereas
All Nippon Airways
China Eastern Airlines
China Southern Airlines
Delta Air Lines
Prague Václav Havel Airport (formally Prague Ruzyne Airport) is the international gateway to Prague, Czech Republic and one of the busiest airports in Central Europe. Hosting regional and international passenger and cargo services for over 35 airlines, the airport is a hub for Czech Airlines, Smart Wings, Travel Service and Wizz Air.
Location of Prague Václav Havel Airport, Czech Republic
Ground Handlers and Cargo Handlers servicing Prague Václav Havel Airport
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Fuel & Oil Suppliers servicing Prague Václav Havel Airport
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730 total articles
35 total articles
Air Astana was dealt a bad hand in Feb-2014 when Kazakhstan devalued the local currency the Kazakhstani tenge by 18%, which comprised the majority of Air Astana's revenues. But the full year impact of efficiency gains and new cost-saving measures will see Air Astana end 2014 with a record operating profit.
Initial growth for 2014 was cut but will end the year up by 2-3%. 2015 and future years will have 7% growth – slower than in past years, but Air Astana is starting to mature.
Besides previous growth announcements, mainly to Europe, Air Astana will look to add services to China's Chengdu and Shanghai as well as Tokyo, possibly in partnership with ANA or JAL.
More growth is planned for Seoul, where Air Astana hopes to have a joint venture with Asiana. A JV is also planned with Etihad Airways covering the Middle East. Air Astana has grown sixth freedom traffic from zero in 2009 to 13% in 2014 and expects this could rise to 20% in the medium term, but Air Astana remains focused on regional sixth freedom traffic and not intercontinental traffic flows.
Kazakhstan’s Air Astana has delayed capacity expansion in response to challenging local market conditions brought about by the rapid devaluation of the Kazakhstan tenge. The carrier has been unprofitable in 1H2014 but market conditions have started to improve and it still aims to end the year in the black, keeping intact its decade-long profit streak.
Air Astana, which was initially planning 14% ASK growth in 2014, will now keep capacity flat for the entire year. Aircraft utilisation rates will decrease as Air Astana continues to expand its fleet in 1H2014.
Capacity growth and network expansion will resume in 2015, with new routes to Paris, Prague and Tel Aviv. Air Astana’s long-term outlook remains bright as it benefits from its position as the leading carrier in Central Asia and as the recent lifting of EU restrictions enables the carrier finally to pursue expansion in Europe.
The US government has formally stepped in and arguably set a dangerous precedent concerning the new business models being adopted by some of the Gulf airlines in rejecting a request by Air Serbia (formerly JAT) and Etihad to codeshare on service to the US.
The troika of airline lobbying group Airlines For America (A4A), Delta Air Lines and the Air Line Pilots Association formally opposed the request on what is now familiar grounds – arguing the Belgrade-Abu Dhabi–US routings are unviable for the consumer, Air Serbia’s new ownership (Etihad formally took a 49% stake in Jan-2014) is suspect, and the absence of a bilateral agreement with Serbia.
While debate will continue on the merits of the arguments offered by both sides, perhaps another underlying element is Etihad’s and Air Serbia’s plans to bolster the hub at Belgrade. The build-up in Belgrade adds a new competitive dynamic in Europe, one unsavoury to established network carriers within Europe and US airlines serving the continent.
Korean Air, in one of the still-rare international airline acquisitions, bought a 44% stake of CSA Czech Airlines in 2013 for a relatively light EUR2.64 million. The Korean flag has been rewarded by growth of over 200% in the number of passengers transiting in Prague, Czech's hub. But also light are details on the strategic rationale of the acquisition. Hub cooperation – and this boosting of transit passengers – could theoretically have been achieved without equity.
While Korean Air has detailed how transit passengers in Prague have risen from about 600 a month in 2012 to a peak of 2,000 in Sep-2013, Korean has not stated what volumes it has lost in Frankfurt. Korean Air and Lufthansa had a successful interline agreement that was terminated in advance of Korean's acquisition of Czech.
Korean is touting the benefit of reaching additional European cities from Prague, but again it is unclear how much of this is growth versus replacement from Lufthansa. It is also unclear what further synergies exist between the carriers.
Also in the partnership spectrum – small but more rationale – Korean Air is expanding a deal with Etihad Airways, now a global leader in cross-border purchases and partnerships. Korean Air will code on Etihad's services to Johannesburg and Muscat while Etihad will code on Korean's services to Honolulu and Vancouver.
Korean Air seeks new markets after betting the house on N America, seemingly without SkyTeam support
Korean Air in Sep-2013 deployed its A380 to Atlanta, making the city the third in North America to see Korean Air's A380 service. Like fellow SkyTeam member, Air France, Korean is focussing much of its A380 attention on US points - as befits Korean Air's status as the largest Asian airline in North America, despite its population of only 50 million.
But Korean Air is realising this position comes with the corollary of heavy exposure to the North American market. Some 36% of its ASKs are on North American routes, a single market proportion that no other Asian carrier applies.
Airlines are looking to reduce risk more than ever, and Korean Air is no different: the carrier is looking for new markets it can build with time to diversify itself away from North America. Yet North America will not lose prominence anytime soon for Korean Air. This is partially due to North America's strength but also Korean Air's weakness so far in finding new markets. It has entered Nairobi and purchased CSA Czech Airlines, both moves that will need considerable time to mature. Korean Air has broken Asian airline inertia and is thinking creatively – in some areas, at least – but now needs to bed down the strategy.
South Korea's largest carrier, Korean Air, is modest – too modest. It punches above its weight and is a formidable carrier being the largest Asian airline in North America. Asian carriers are increasingly favouring North America: in the short term its economy is doing better than Europe's and in the long term competition will be lighter owing to fewer carriers.
Geography is on its side given Korea's relative proximity to North America. Korea is not as close as Japan is, but Japanese carriers face a higher cost base, nearly twice that of Asiana and Korean.
Korea is also an efficient springboard from China, where Korean Air is the largest foreign carrier after Dragonair and rival Asiana, allowing it to tap sixth freedom markets as Chinese carriers sluggishly respond to that huge potential. Korean Air is increasing North American capacity, including with A380s, but also looking to new markets around Asia.