Vienna International Airport
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- IATA Code
- ICAO Code
- 3500m x 45m
3600m x 45m
- Airlines currently operating to this airport with scheduled services
- Adria Airways
Belle Air Europe
Cargolux Airlines International
China Southern Airlines
KLM Royal Dutch Airlines
LOT Polish Airlines
Norwegian Air Shuttle
Rossiya - Russian Airlines
Ukraine International Airlines
- Airlines currently operating to this airport via codeshare
- Air Astana
All Nippon Airways
Atlantis European Airways
Azerbaijan Airlines AZAL
Delta Air Lines
South African Airways
Vienna International Airport is the international gateway to Vienna and the largest airport in Austria. Hosting domestic, regional and international passenger and cargo services for over 35 airlines, the airport is a hub for Austrian Airlines, budget airline Niki and its parent airberlin.
Location of Vienna International Airport, Austria
Vienna Airport share price
Ground Handlers servicing Vienna International Airport
763 total articles
47 total articles
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.
Earlier this year, CAPA established its Global Airport Investors Database. As the Database approaches its 500th corporate entry, it is an appropriate moment to examine the trends in airport privatisation and financing that have influenced the content of that database in 2013, a year when the number of deals at best remained stable but the number of participants in investment continued to grow, despite some ‘retirements’.
As in the previous year, 2013 witnessed relatively few airport M&A transactions involving secondary and tertiary level airports, but with some significant ones occurring at the primary level. Indeed, at this level, in aviation and other transport sectors such as ports and roads in aggregate, the number of deals rose close to record levels.
The first half of 2013 saw global deals of infrastructure assets worth USD16.6 billion, and by the end of the third quarter this figure had risen to USD23.5 billion, which already exceeds total annual deal values for every year since 2008. The majority of assets being acquired in 2013 have been either in Europe or Asia.
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.
Austrian Airlines has not made an operating profit since 2007 and has been consistently the weakest Lufthansa Group carrier in terms of margins and passenger growth. It is more exposed than its sister companies to short/medium-haul markets, where price-based competition is fierce, and its long-haul network is relatively light.
However, it has strong market positions on its long-haul routes and is looking to grow this area of its business with an additional Boeing 777, approved by the parent company. Moreover, its recently completed rationalisation of its narrowbody fleet from 11 Boeing 737s to seven Airbus A320 family aircraft will both reduce its exposure to short/medium-haul markets and allow it to serve them more efficiently.
Meanwhile, the centre-piece of its radical restructuring programme, the transfer of flight operations into its regional subsidiary Tyrolean Airways (effective from Jul-2012), and the concentration of administrative operations at Vienna should lead to further cost savings if legal challenges can be repelled.
Six monthly financial reports have been issued by a variety of airport operators for the period ending 30-Jun-2012 (1H2012). Continuing a trend observed previously most continue to weather the economic storm quite well, even in Europe, with some doing surprisingly well.
Austrian Airlines on 1-Jul-2012 finalised integrating its mainline flight operations into its wholly owned regional subsidiary Tyrolean Airways as part of a comprehensive restructuring programme outlined by CEO Jaan Albrecht in Jan-2012 to bring “and sustainably keep” Austria’s largest carrier in the profit zone. The long-overdue streamlining of the company will also see the end of the Lauda Air brand from the summer of 2013. Austrian Airlines Group has recorded an annual negative EBIT for the majority of the last decade despite consecutive cost cutting exercises and a takeover by Lufthansa Group in 2009.
The group comprises three airlines – Austrian Airlines, Tyrolean Airways and Lauda Air – but Lauda’s Air Operator's Certificate (AOC) has just been returned to the country’s civil aviation authorities. Flight operations of the charter subsidiary were merged with Austrian’s back in 2004 for all but one aircraft. This aircraft has now moved to Tyrolean’s AOC.
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