Prague Václav Havel Airport
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- IATA Code
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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 International
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 (formerly 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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875 total articles
37 total articles
LOT Polish Airlines' plan to more than double passenger numbers to 10 million in 2020 will bring significant growth to its base airport, Warsaw Chopin. LOT's aspirations to be the hub carrier for the "New Europe" will elevate Chopin airport to competing with Budapest, Prague and Vienna to be a hub for Central Europe.
LOT's growth is important to Warsaw Chopin, but is not the sole story. Chopin grew traffic while LOT restructured, while passenger numbers declined and then stayed flat. Second largest carrier Wizz Air is growing its presence and could introduce connections. Ryanair meanwhile is at Warsaw's LCC airport, Modlin, contributing 60% growth in the first five months of 2015.
Although Warsaw Chopin finished an expansion programme in May-2015, further works are needed to support LOT's growth, especially with widebodies. Emirates will up-gauge its existing daily service before presumably later considering a second daily flight. The bigger challenge to LOT and Warsaw is Lufthansa and its German hubs, which have grown as LOT shrank, especially in secondary Polish cities.
During 2014 a quiet revolution took place in an aviation backwater of Central and Southeast Europe - namely Serbia and in particular Belgrade’s Nikola Tesla Airport.
After recording 5.3% passenger growth in 2013 a figure of almost 32% was achieved at Belgrade in 2014, leaving the neighbouring and much bigger capital city airports at Vienna, Prague and Budapest in the shade, even allowing for the low base figure at the Serbian capital.
This growth was unexpected is and quite surprising given Serbia’s recent political and economic history and the fact that growth has not come specifically from the LCC segment, which is the usual source for ‘secondary’ level airports in Europe. It raises the possibility of Belgrade actually competing with these (regional) giants for pre-eminence throughout an area that is growing in economic significance.
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.