Captain America Chosen Variant

The History of Austrian Airlines at JFK

1. "Austrian Airlines Origins

genesis of the Austrian Airline can be traced back to March 20, 1918, when the Austrian Postal Administration was inaugurated scheduled day of e-mail service from Vienna to Kiev with stops in Krakow, Lwow, and Proskurow, a journey whose average length was 250 km stage. When the space had allowed, passengers were also performed. The great success of the service, punctuality was later extended to Proskurow Odessa and Vienna to Budapest. However, the flight ban, implemented at the end of World War I, resulted in his dismissal.

When the ban had been lifted finally returned to Austria after the civil aviation market, founding the Oesterreichische Luftverkehrs AG (OELAG) in May 12, 1923 with an initial investment of one million crown funded by Junkers, a German aircraft manufacturer (49 percent), and various shareholders of Austria (51 percent). Starting a regular service from Munich to Vienna some two days later, had used a Junkers F.13, a single-engine monoplane, low-wing, which had put a closed cockpit and passenger cabin and rested on a tail wheel. OELAG eventually operated several versions of this rugged, but (then) modern design, and increased demand was soon demanded bigger planes, the first of which had a greater capacity, tri-motor Junkers G.24 delivered in 1927 and the second, which was the most advanced G.31, delivered the following year. Perhaps the final design was the Junkers Ju.52/3m, a tri-engine passenger plane 18 with a gross weight of 24,000 pounds and a cruising speed up of 150 mph, which joined the fleet in 1936. Most flag carriers of the great Eastern and Western Europe had also operated the type at this time.

The following year, the routing system OELAG had radiated to Athens, Belgrade, Berlin, London, Paris, Prague, Rome and Zurich, as well as incorporating various domestic destinations with Austrian most of the daily service. She became the fourth largest European carrier after Lufthansa, KLM and Air France, with 975,840 weekly seat-kilometers. Coincident with the growth OELAG had been the completion of five airports in Austria – that is, Graz, Innsbruck, Klagenfurt, Salzburg and Vienna.

When Austria was absorbed by Third Reich in 1938 had been incorporated OELAG Deutsche Luft Hansa (DLH). However, he had flown 120,000 passengers 7.5 million kilometers without fatality during his reign.

2. Initial growth

When World War II had ended, Austria, now independent, had signed the peace treaty with the four powers occupation in 1955, and had again attempted to enter the field of civil aviation for the formation of a flag carrier. Two of these national companies were actually proposed: Air Austria, the Austrian People's Party formed and capitalized by KLM and then Fred Olsen, a letter from the Norwegian company, Austrian Airways, formed the Austrian Socialist Party and supported financially by the SAS. Neither ever flew and the two were eventually combined into September 30, 1957 to form an integrated company with an initial AUS 60 million investment, which were adopted as the Phoenix, the name of pre-war Oesterreichische Luftverkehrs AG, English, but which is equivalent to "Austrian Airlines had already been used. The company had thus born.

The property was covered Austrian private investors, 42 percent, companies public, 28 percent; SAS, 15 percent, and Fred Olsen, 15 percent. Austrian inaugurated regular service on March 31, 1958 after a suspension of 20 V.779 leased four years with Vickers Viscounts, a midsize, four-engine turboprop aircraft designed in Britain and initially deployed over the route Vienna-Zurich-London. Austria finally returned to heaven.

Growth proceeded rapidly and in 1960 he took delivery of the first of the four largest capacity, extended Vickers V.837 Viscounts, which inaugurated service in May 23, and the following year, he received the Vickers Viscount V.845 route slightly smaller capacity. Both turboprops British service provided reliable and economical, the V.837 were not retired until 1971. The Douglas DC-3, the best-selling jetliner of all time, also was acquired at the time and had allowed the Austrian to launch domestic services on May 1, 1963, a route that would be served by Austrian Air Services. This aircraft has been replaced by more advanced, higher capacity, turbo-propeller-powered Hawker Siddeley HS.748-2 in 1966, another British project.

Austrian Airlines entered the jet age on February 20, 1963, when he inaugurated the first of five Sud-Aviation Caravelle VIR SE.210-twin-jets in service and define its strategy for the phase final operating short and medium range, low to medium capacity, T-tailed twin-jets in a predominantly European (and later the North African and Middle East) route structure. Designed in France, the Caravelle was calm, crossed on the weather, and reduce flight times between the European capitals, and had, in fact, was the first design to enable economical, short-range service, pure-jet.  

3. Transatlantic Experiment

Contrary flag carriers for most European countries, which had operated transatlantic service looks to U.S. and Canada with quad-engine DC-4 since World War II World, Austrian Airlines has maintained its midrange routing system until April 1, 1969. It was then that he had stretched its wings over the Atlantic with one of large, intercontinental Boeing 707-320, registered as OE-LBA and chartered from Sabena Belgian World Airways, which had been deployed on the route Vienna-New York, with an intermediate stop in Brussels. This transatlantic experiment called "despite the delay in launching the Austrian, had finally proved both a premature and financially an unsound for two main reasons:

1. The domestic market had not yet been very small.

2. Vienna-Schwechat had been insufficiently developed as a hub, offering connecting flights to some that this transatlantic service could transfer passengers.

Resultantly, after a trial two years, 707 had been returned to Sabena on March 31, 1971, leaving Austria once again to focus on their route system primarily for continental nine short and medium range, low capacity McDonnell-Douglas DC-9-30 were ordered.

Similar in overall design to the Caravelle, but manufactured in the United States T-tailed aircraft passenger capacity offered a slightly larger, higher capacity, higher gross weight, more powerful engines, and the economy improved, and her Austrian entered a new era that span almost two decades. He was later described this project as "the start of something big, and even modern classics." The first DC-9-30 were delivered in June 19th of 1971 and the type soon proved to be the mainstay of its fleet.

In 1974, the Austrian rented a McDonnell-Douglas DC-8-63F, registered OE-IBO, Overseas National Airways (ONA) for cargo services to Hong Kong, but these were later discontinued. exception of 707-320, the DC-8-63F was the only other large, long-range, quad-jet engine.

So versatile and popular design was the DC-9 proved to be, after the Austrian ordered five stretched, higher capacity DC-9-50. The first was delivered on September 14, 1975.

That these twin-engine aircraft and interruption of its transatlantic service were appropriate strategies for the Austrian national carrier had been demonstrated by their positive growth. On June 26, 1974, for example, a new maintenance base was opened at the Airport Vienna-Schwechat International. its value had also continued to grow: in 1967 its share capital had increased to 140 million AUS AUS 290 million. In 1969, it had further increased for 390 million euros. And in 1962 reached the one billion mark. In each of three years, 1972-1974, had a profit. The route system was also expanded: in 1976, the Austrian had stretched its wings to Cairo, the Middle East and Helsinki and Stockholm in Scandinavia.

Demand, just ahead of capacity, had demanded a initial request for eight McDonnell-Douglas DC-9-80 to replace its current DC-9-50. Also called DC-9 Super 80, the plane had been a more modernized version of the -50 variant previous series for deployment of medium range and featured a fuselage stretch further and refanned for higher capacity, greater thrust and more fuel efficient Pratt and Whitney JT8D-209 engines. Austrian, who shared the distinction of being launch customer for the project with Swissair, inaugurated the first lengthened DC-9-81 in service 26 October 1980 in Vienna-Zurich route to aircraft OE-LDR "Wien." The twin-jet was later redesignated the MD-81 and soon became the workhorse of short and medium range of its fleet.

New additions to its ever-expanding route system included Larnaca, 1979, Jeddah, also in 1979, and Tripoli in 1981.

Another March 1980 had been the basis of Austrian Air Services (AAS), which would become a wholly owned subsidiary, to operate Austrian domestic routes, with two 19 passengers, twin turboprop Fairchild Swearingen Metro commuter II. The first service of this type had been operated on April 1.

Austrian doubled gentle sky. In fact, its balance of 1980 indicated a net profit AUS 71.5 million, a tenth consecutive.

The MD-81, intemittently proving to be as optimally appropriate to its connection system, as the twin-engine jet SE.210-VIR, the DC-9-30 and DC-9-50 were, was followed by derivatives shorter fuselage, the MD-87, ordered the Austrian on December 19, 1984 route to areas of lesser ability, and the Air Services Austrian fleet was also improved with the addition of two 50-passenger Fokker F.50 twin-turbo propellers that were ordered on September 25 the following year.

4. Return Transatlantic

Operating a modern fleet of fuel efficient by an expanding route system and with almost 1.5 million passengers in 1986, the Austrian again contemplated intercontinental service, now both in New York, west and east of Tokyo, and to that end, had converted his previous order for two medium-range Airbus Industrie 310-200 A-to A-long-range 310-300 in version June 25, 1986. Austria had signed the original memorandum of understanding for the A-310, 200s, back in April 18, 1979, a date that was to prove a decade before the service would actually get off the ground. Three factors can be cited that the time may have been ripe for the resumption of this service:

1. Within 15 years since the last intercontinental service had been terminated, the domestic market had grown considerably, a fact demonstrated by the increase in prevailing in north-Vienna nonstop service, provided by Pan Am, Royal Jordanian Airlines and Tarom from New York, Chicago and the U.S..

2. Its route structure, in general, also offered excellent connections in Western Europe, North African and Middle Eastern destinations.

3. The A-310 was therefore entitled to long, thin routes, like Lyon, New York with Air France, Newark-Frankfurt with Lufthansa, Istanbul, New York, with yours, and New York, Stockholm, with Pan Am being served.

The decision to restore the service intercontinental scheduled for spring 1989 had been officially two years earlier, on June 25, 1987, and would be operated by two Pratt and Whitney-powered A-310-300s serving New York and Vienna, Vienna routes, Tokyo, Moscow, the latter in cooperation with Aeroflot and All-Nippon Airways ANA. These services were provided to have depended on the passenger turn to profitability. In New York route, for example, a 66 percent break-load factor was even necessary during the first year of operation, composed primarily of U.S. origin from Austria, and connecting passengers. Both routes are based on profitable, high-yield frequent traveler who had been unable to take advantage of smaller, restricted fares. Austrian Airlines will offer a first class cabin on its A-310-300s, the first time in its history.

The first aircraft, registered OE-LAA "New York", was issued on December 22, 1988, the second OE-LAB "Tokyo" had followed in January. The aircraft had been the airline's first widebody, twin-aisle type.

Austrian had returned to the U.S. transatlantic market at Easter Sunday, March 26, 1989, when two puffs of smoke had signaled the touchdown widebody livery of red-white-red double jet, configured for 12 first class, 37 business class and 123 economy class passengers at JFK airport, amid warm spring weather. After a brief comeback, the aircraft, operating as flight OS 502 and piloted by the captain and first officer Braeuer Kutzenberger, had been out-maneuvered away from the gate in 1900, with 121 passengers, which would be served by nine commissioners board and took off at dusk Deep Purple in a takeoff of 153,603 pounds, of which 40 300 fuel was required for crossing the Atlantic. The flight had been 18 years in the making.

Airport, bookings, sales and marketing staff had subsequently collected in the Icelandair Saga Lounge used by its business class passengers for a drink of celebration and a group photograph.

The route was inaugurated in Tokyo in summer and the A-310, to become Austrian widebody intercontinental served for more than a decade, operating at multiple U.S., African, and destinations in the Far East, with four aircraft in a configuration database end of two classes recorded as follows:

1. OE-LAA

2. OE-LAB

3. OE-LAC

4. OE-LAD

In the summer of 1989, Austrian Airlines had served 54 cities in 36 countries, the United States, Western Europe, Eastern Europe, North Africa, Middle East and Japan, with a total route length 100 358 km of unduplicated. These services were operated by 26 aircraft made by Fokker F.50, MD-81/82/83/87 McDonnell-Douglas, and Airbus A 310-300, which average old was then four years and was described as follows:

1. Airbus A-310-300: A long-term, medium-body, twin-aisle, twin-engine plane Jet – Austrian Airlines' intercontinental jet. Austrian Airlines had nicknamed "European intercontinental."

2. McDonnell-Douglas MD-81: A range average, average capacity, narrow, single-aisle, twin-engine jet – Austrian Airlines in Europe, North Africa, Middle East and laborious. Austrian Airlines had described as a universal medium range aircraft and mainstay of its fleet. "

3. McDonnell-Douglas MD-82: The carrier had ordered variant "for the special service scheduled and charter services."

4. McDonnell-Douglas MD-87: Short fuselaged, lower-capacity version Had been "tailored to their needs in capacity and reach."

5. Fokker F.50: The short and regional reach, low power, narrow body, single-aisle, twin-engine turboprop aircraft operated by Austrian airline Austrian affiliate of air services on domestic and select long, thin international routes. Austrian Airlines had considered "a specialist in propjet city-hopping."

Besides Austrian Air Services Austrian Airlines had 80 percent of Austrian Air Transport (AAT), which operated charter and even world tour (IT) with two flights of Austrian Airlines and Austrian Air Services aircraft and made 506 thousand passengers in 1988. He also kept a close marketing agreement with Tyrolean Airways which operates services from Innsbruck, with 37 passengers from the de Havilland Canada DHC-8-100 and 50 passengers, DHC-7-100.

5. JFK Station Evolution

The training, held in Austria based North American Airlines in Whitestone, New York, and taught by Peter "Luigi" Huebner, started on February 6, 1989, or about six weeks before the inaugural flight, and included the Passenger "Manipulation I" and "Adios Check-In" courses.

Austrian Airlines' first location JFK, East Wing of the no longer existing international arrivals building, had shared facilities with Icelandair, including five Austrians specific check-in counters and used together Icelandair Saga Lounge, the former equipped with computers, printers, automatic boarding pass, baggage and laser printers scannable tag. The ground staff, fully trained and used by Austrian and fitted in their uniforms, had held the spectrum of functions: Passenger Service, ticket sales, lost and found, Load Control, Management, Supervision and Management.

However, the success of the operation relied on equipment that had attended and it was the decision of Airbus Industrie in scale to down its size A-300 that resulted in A-310-300 and had made the transatlantic possible reinstatement. His long-range twin-engine, wide body design, the competing technology, showed the same range and twin-aisle passenger comfort as comparable quad-engine 747 or the tri-engine DC-10 or L-1011, but at the same time, had been a plane, quiet fuel efficient, with a small capacity sufficient to allow profitable, year-round operations. Most 747, DC-10 or L-1011 would because of the size of the market, was forced to operate at a loss for most of the year, except during the peak summer travel season. Any one of the planes, then other long-range, including the Boeing 707 and McDonnell-Douglas DC-8, had the older generation, fuel-thirsty, emissive noise, four-engine technology the start of the 1960 project that, because of new requirements implemented Phase 2 of the noise, it would have been barred from operating U.S. unless they have been hush-kitted or completely adapted engines. Was because of how much A-310 from Austrian Airlines and other smaller European airlines as if he had been able to operate profitably in the long thin Vienna, New York sector route.

The 1989 original timetable had offered six flights a week during the summer and five in winter, when two A-310-300 transatlantically operated both New York and the Far East, via Moscow to Tokyo. alternatively They flew the sectors of greatest power to Tel Aviv, Istanbul and Tehran. During the first six months of operations of JFK, an aircraft has never experienced an unreasonable delay because of scheduling aircraft and on time performance has been exemplary.

Service board had represented a large portion of airline costs. As a result, many carriers have begun to reduce this to reduce costs. Austrian Airlines, however, remained only in a world reduced to the top snacks and paper cups, providing printed menus, kits, complimentary porcelain service, complimentary beverages and free headsets in the cabin of the bus in Vienna New York, via New York and Vienna, a concept that had placed your product at the top of quality.

Due to the size of A-310, however, cargo space below deck was limited, with the front remain broadly accommodate luggage unit load devices (ULDs) and basement Stern accommodate the cargo itself, which often limited to two pallets and a single unit of AKE.

There had always been a prestige "right" to fly to New York. Although the number of passengers per year enter the United States through JFK had begun to decline as an increasing number of U.S. gateways alternative had become available, it had not been a major point of entry. New York had, therefore, remains the target more logical for a small carrier that I had only served a unique city. Because JFK had dealt with traffic in 1990 (then) sufficiently sized out of fashion in 1950 international arrivals facility construction, operation, often suffered deterioration of services, especially during peak arrival times that had become very tense, implying delays during the taxi and later immigration, the baggage retrieval and customs formalities. The conditions of air saturated with traffic that stretches from Boston to Washington, through which the plane had to fly, the standard approach, subsequently formed a dense by JFK, La Guardia and Newark International Airports, as well as the difficulty in obtaining a final landing slot also affected operations. Passengers had underestimated the time needed to complete the process of actually coming out after arrival of the aircraft. He had, however, was this environment that Austrian Airlines had chosen when he was elected to participate in the "New York experience."

Although these negative facets of the operation was sometimes placed in a poor light, it was in Indeed, the operations of JFK, not Austrian, who had been observed, since all carriers operating at JFK was the victim of all these evils, and because them, an extensive renovation and reconstruction project, known as "JFK 2000" has currently been released, which would eventually lead to construction or renovation of almost all terminals, new parking lots, and a rail system in the inter-airport light.

Although load factors in New York, Vienna had an initially low, they had increased continuously until the vast majority of flights had been completed. Large tour groups made up an increasing portion of the mix of passengers, along with the passenger call early, who had been able to seize the center of Vienna in expansion. It had been the final testament of a carrier when a passenger had chosen to fly with her and make a link on their intermediate hub, as opposed to flying nonstop with a national carrier.

As an attempt to "second" across the Atlantic by plane Austrian A-310 intercontinental service from New York had finally been successful.

With the acquisition of its third A-310-300, registered OE-LAC, Austrian Airlines has been struggling to meet a second U.S. gateway in the spring of 1991 and was intended to establish a presence on the West Coast, specifically in Los Angeles, but the A-310-300 flight duration of 11 hours were excluded from this reality. Chicago had been considered alternative, but the very American's nonstop Boeing 767-200ER service to Vienna from Chicago-O'Hare, when it had established its second hub larger, had proved very competitive and Washington-Dulles had been chosen, so instead.

For the network in continental Europe, a weight exceeding McDonnell-Douglas MD-83 had been scheduled for delivery in 1991 and several of the existing DM-81S had been scheduled for the conversion of this standard, range, thereby increasing and / or capacity load. Fokker F.50s Two others were also on order or option to facilitate the increase of domestic and long, thin internationally.

During the period of five years, 1989-1994, Austrian Airlines operated independently at JFK, offering just four games a week during the winter and as many as seven during the summer.

6. Delta Code Share

Changing market conditions had necessitated as strategies at JFK. Searching align itself with a domestic U.S. carrier to obtain the food was "vital" for its transatlantic flights had been unable to achieve on their own, Austrian Airlines had signed a marketing agreement with Delta Air Lines in 1994, which would put the two letters "OS" code on flights operated Delta, Delta, while conversely if they put the two letters "DL" Austrian Code of services. Two flight attendants from Delta in their own uniforms, had initially also served in the cabins of the Austrian A-310S to and from Vienna.

Although the concept had reaped financial benefits slowly, the aircraft had finally achieved a high occupancy rate, leading the two Austrians and Delta passengers of about two dozen U.S. cities from New York to Vienna, and travel frequently.

In order to reduce the costs of handling and to achieve synergy benefits among carriers, Austrian Airlines had moved their operations Delta Terminal 1A (later redesignated Terminal 2), on 1 Jul 1994, retaining only nine of its 21 original members of the team. Delta Air Lines, the newly appointed service scale transport, arrivals had made, lost and found, the passenger check-in, gate, ramp, baggage room and functions as an Austrian if he had continued to act in controlling the load of tickets, administration, supervision and management skills.

Also in 1994, Austria had taken delivery of the first of two long-range, quad-engine A-340-200 configured for 36 business class and 227 economy class passengers. The two aircraft that regularly serve New York over the next decade, appeared with the following records:

1. OE-LAG

2. OE-LAH

From February 1997 to February 1998 Austrian has also changed its check-in desks and office operating for Delta Terminal 3, but otherwise operated under the same marketing.

1997 also marked the first time that the transatlantic route from New York had matured sufficiently to support a second match on selected days during the DST, with the aircraft arriving in 2045 and 2205 redeparting. Usually operated by aircraft OE-LAC, an A-310 with a company with a lower capacity but higher-capacity class section economic, the delayed flight had promoted better connections with the bank noon departure from Vienna.

7. Atlantic Excellence

Once again yielding to airline deregulation and realignment required to continue to strive to achieve synergies to reduce costs, Austrian Airlines had JFK integrated operations with Sabena and Swissair on March 1, 1998 Excellence in the Atlantic Alliance, forming the tri-station carrier first. Although the officials of three companies continued to use their respective uniforms that had operated from the passenger service office and individual control load, using a set Austrian, Sabena and Swissair check-in, and also treated each other flights. During the peak of summer, seven daily flights operated by four companies had been offered.

The Atlantic Station Excellence was composed of eight functions, including Control, arrivals, departures, VIP / Services Specials, Ticketing, Load Control, Ramp, Supervision and Troubleshooting. Because Swissair had already been contracted to provide Malev Hungarian-line services air cargo, the load control function itself was implicated handling about six types of aircraft including the 747, the A-340, MD-11, A-330, the 767, and A-310, and Atlantic integration often Excellence training courses inter-carrier.

As I was singularly with Austrian Airlines, Delta also had concluded reciprocal two-letter code-share with Sabena and Swissair, but now had the marketing arrangement Previous track the status of alliance significantly, due to Delta flight New York-JFK hub. Delta continued to provide the ramp and deposit functions baggage for all three airlines Atlantic Excellence.

In August of that year, the Austrian had been delivered the first of four long-range The higher-capacity 330-200s, OE-LAM registered and configured for 30 business and 235 economy class passengers, and the type was finally replaced the laborious 310-300 fleet. The four airliners, later, with an operating capacity reduced business class of 24, when the Grand-class concept was introduced, had included the following registrations:

1. OE-LAM

2. LE LAN

3. OE-LAO

4. OE-LAP

During daylight saving time in 1998, JFK had in his field first double operation of aircraft type, with the first match standardly operated by A-330 and the second by the A-310.  

8. Star Alliance

Though a final "Swissport Solution", in which all Atlantic excellence JFK ground staff would be transferred to the firm ground handling, had been anticipated, the event had never thrown away. Rumors, muffled through the season as smooth forewarnings of a storm in progress, had permeated the environment, even mid-1999. The new strategy seemed to loom on the horizon and the seeds planted long before it had flourished, were multi-faceted and comprehensive omni.

1. In June 1999, Delta Air Lines and Air France had formed the cornerstone of a new global alliance, SkyTeam named later, thus dissolving the Austrian 25 months / Delta / Sabena / Swissair Excellence Atlantic Alliance, whose Agreement without renegotiation, would have expired in August 2000.

2. Although a limitation agreed investment of 10%, Swissair had, however, attempted to acquire additional shares of Austrian Airlines, Austrian opposes goal of autonomous identity and independent property and forcing her to withdraw from the Swissair-led Qualiflyer Alliance of European airlines.

3. Swissair and Sabena had formed a management structure combined business, which again had proved contrary to Austrian Airlines' direction independent.

4. In early 2000, both Sabena and Swissair had concluded a cooperation agreement on code-share agreement with American Airlines, an airline alignment with U.S. counter-Austrian Airlines' strategy U.S. power.

Austrian Airlines, a small but lucrative international carrier of considerable quality, had, however, necessary within reach of a global alliance to remain financially viable and thus concluded a partnership agreement with Lufthansa and United, led Star Alliance, which became effective in March 26, 2000. coalition even bigger and longer, which then had been composed by Air Canada, Air New Zealand, All Nippon, Ansett Australia, Austrian Airlines, British Midland, Lauda Air, Lufthansa, Mexicana, SAS, Thai Airways International, Tyrolean, United States, and Varig, which collectively held 23 percent of world traffic passengers. At the same time, the decision had allowed continued independent identity and operational autonomy, yet the potential for expanding both the company and its hub in Vienna. Expressed as a sense, the decision could be used as "Here we grow again!"

The transition between the Atlantic Excellence Star Alliance, which began as early as January 2000, had four changes resulting integral:

1. An entirely new information technology (IT) system and frequent flier program.

2. The relocation operation to a new terminal, the passenger service office, check in passengers counter, load control aircraft dispatch center, and at the gate of JFK.

3. New airline alliance code-share flights and feed transit resulted in the closure of the station in Atlanta and the subsequent opening of the Chicago and the reopening of offices in Washington the U.S..

4. The formation of migration of the entire company in Oberlaa, Austria.

Member of Star Alliance, since it involves a change to a terminal of JFK, had requested another change carrier handling, Delta for Lufthansa, which had provided transportation services for passengers and baggage check-in functions, while Austria had he continued to act in the capacity of arrivals, Ticketing, Load Control, Ramp Supervision and Management. under a reciprocal agreement, which had also provided these services Passenger to Frankfurt Lufthansa your own games outside the opening hours. cargo aircraft and luggage room functions were provided by Hudson General, which was later renamed GlobeGround North America.

In a strategy to reduce costs further, Austrian Airlines had moved to one, lower income, less passenger service office on the ground floor of Terminal One, in September 2002, when the load control / supervisory function Ramp had been assigned to Lufthansa. Serve no more flights of Lufthansa, the Austrian team was further reduced to six full-time and two part-time positions and daily working hours dropped from nine to eight.

greater capacity of Austrian aircraft, the A-340-300 – accommodating 30 business class and 261 passengers in class economic – had intermittent also provided services for JFK, especially during the summer of 2002, when the schedule starting late Saturday had been scheduled. Two aircraft were then in the fleet:

1. OE-LAK

2. OE-LAL

9. Swissport USA

The idea to consistently reduce costs resulted in additional treatment company changes at JFK airport on January 1, 2003, when most of the land services were transferred to Swissport Lufthansa USA.

In preparation for the change, the Swissport staff passenger service had participated Guide Check-in course in Vienna in December 2002 as an agent Swissport, which structured the Services Department of luggage, had attended the Basic Course World Tracer in October of next year.

Equipped with Austrian Airlines uniforms, the team held Swissport Arrivals, Lost and Found, Passenger Check-In, Departure Gate, Load Control, Ramp & Functions Supervision, as an Austrian if he had continued to provide ticket sales, administration, supervision, management and services. load control, which was initially held at Terminal 4, using the DCS system Swissair, had been transferred to Terminal A system and Lufthansa, WAB after operations Swissport's staff had completed a computerized control loading course in Vienna in March.

10. North America Training Program Season

Because most agents Swissport had previous experience of small plane, had been familiar with Austrian Airlines' products and processes, and most had only had a basic, entry-level passenger service course, I had tried to create a training program of developing the site description courses, writing textbooks, preparation of tests and examinations, teaching the courses themselves, and then the issue of training certificates in order to prepare them more adequately to perform its functions.

The program, tracing its routes to the assistance of Austrian Airlines Passenger Travel established in 1989 and the introduction of load control of material written in 1998, had evolved into the full North American Station Training Program, whose content, updated in accordance with the aircraft, system, procedure and changes of alliance, has resulted in four resumes full "Passenger Service Home," "Certification Oversight Ramp", "Licensing of Credit Control" and "management plane" and ultimately encompassed 27 Passenger Service, Ramp Supervision, Load Control, Air Cargo, and the airplane Station Management procedural and training manuals, two story station, 28 CVs and 63 courses held for Austrian Airlines and Austrian Airlines drive carriers Delta, Lufthansa, passenger handling / service Maca, SAS, and Swissport Servair in eight North American stations in Atlanta, Cancun, Chicago, Montreal, New York, Punta Cana, Toronto and Washington.

The program, which soon became the equivalent of an airplane "University" and was often located as why Swissport staff had fought continuously transferred to the account of Austrian Airlines, had proved crucial to his career advances, facilitating its promotion or acceptance by other airlines.

11. Lauda Boeing and the JFK

JFK, hitherto exclusively served by Austrian Airlines and its fleet of A-310, A 330 and A-340 widebody aircraft from Airbus, who received his first regular operation Lauda Air 767 during the summer of 2004, while the frequency was multiplied by four times the following year. In 2007, it had completely replaced 17 years of service Airbus.

Founded license in April 1979 by Niki Lauda, the racing car fame, acquired Lauda Air Vienna Alpa charter for ATS 5 million and started charter and air taxi service, in collaboration with Austrian Airlines with two turboprop Fokker F.27 Friendship, Fokker F.50s predecessors by Austrian Air Services had operated later. Niki Lauda, born Vienna, Austria, in 1949, he had amassed his wealth as a Formula I racing driver, having won two world championship titles and 25 Grand Prix races. Had quickly became apparent, however, that two Austrian carriers could not coexist because of fierce competition, pressure, low productivity, and a market base inappropriate location, and had finally been rented F.27s Egyptair.

Six years later, in January 1985, two BAC-111-500s, a British twin-jet not unlike Caravelle SE.210 the size, scope and design, had been rented to Tarom Romanian Airlines, increasing its fleet capacity to 208 seats, and these were subsequently implanted in charter and sightseeing included (IT), initially for Greece, but later to other European destinations. Demand became so capacity had finally exceeded high availability and increased 737-200, leased from Transavia Holland, had replaced one of the BAC-111, with both types later eliminated by supplying two further capacity higher, the new technology 737-300s. These had been operated on a growing network charter route.

In May 1986, Lauda Air had applied to the Austrian Ministry Transport for a license to operate a regular international service. This was approved in November 1987, thus ending the monopoly longtime Austrian Airlines. A later acquired, 235 passengers, dual-class Boeing 767-300ER had allowed the long term, intercontinental flights to be inaugurated, the first of which, May 7 1988 had been an expected week in Vienna, Bangkok, Hong Kong service, soon joined by a sector in Vienna, Sydney, Bangkok. Filling the need for a lower rate of long-distance leisure travel oriented, Lauda Air has grown rapidly. In 1985, for example, he had carried 95,768 passengers and flew 2522 hours of flight with 67 employees, while that in the first ten months of 1987, carried 236,730 passengers and had carried out 5364 hours of flight with 169 employees, an increase of 147 percent of passengers. In 1990 the fleet had increased to five aircraft, consisting of three passenger 146-737 300s and two 235-passenger 767-300ER, which had been implanted in charters to European destinations like Spain and Greece, destinations in the Middle East, like Israel, and for Africa and the Far East and scheduled services to Vienna, Bangkok, Hong Kong and Sydney.

Earn your license scheduled service to Europe on August 23, 1990, for the first time, a right so far only held responsible for Austrian Airlines, began service in Vienna to London-Gatwick, with five weekly flights 737-300.

Seeking to enter the Austrian market, Lufthansa German Airlines has announced a cooperative marketing with Lauda Air in July 1992, sealing the alliance with the January 1 following the capital increase 26.5 per cent, soon after the two carriers had inaugurated a weekly service quad-767-300ER to Los Angeles.

Well aware of competition from Austrian Airlines on routes within Europe of its limited market of Vienna, Lauda had sought to inaugurate its own service, with little capacity for 50 passengers, twin-engine Canadair Regional Jets, ordering six of the type in October 1993, which had been deployed on routes to Barcelona Madrid, Brussels, Geneva, Manchester, and Stockholm, with the start of summer schedule on March 27, 1994. Singapore, which had replaced Bangkok in November That years, had become the new bridge "between Vienna and Sydney / Melbourne, and the weekly service 767 had been doubled.

On March 26, 1995, Lauda Air, had established a second hub Europe, Milan-Malpensa, in cooperation with Lufthansa, which already held a stake of 39.7 percent in the young Austrian operator, based on three of the six initially ordered CRJ-100 there. These had been deployed to Vienna, Manchester, Brussels, Paris, Barcelona and Dublin. Regional Jets Candaya together with an increasing number of 737, had provided the backbone of its European fleet.

He had just been found, pending the European deregulation not tolerate the airlines probably a dozen planes unless they had served very small, specific market niches. Lauda Air had been unable to survive in the face of competition from Austrian Airlines before. Both had operated in the medium and long-range twin-engine aircraft from bases in Vienna and had the quality of service offered considerable passenger. Cooperation with Austrian Airlines end seemed inevitable. This was partly accomplished in June 1996, at which time Airlines Austrian Lauda Air aircraft and operated single-dual code flights from Nice, Milan and Rome with regional jet, the first time. On March 12, 1997, this was expanded, with the announcement of a strategic partnership, / tri-Austrian carrier Lauda / Cooperation Lufthansa, Austrian Airlines, now having a 36 percent in its former competitor Lauda remained at 30 percent and 20 percent of Lufthansa.

On September 24 of that year, received his Lauda Air aircraft type Wide Body seconds, The 777-200, which was inaugurated into service on the route Vienna-Singapore-Sydney-Melbourne in October 2001, replacing the venerable 767.

On September 21, 1999, now one of three full "Austrian Airlines Group, along with other members of the Austrian Airlines and Tyrolean Airways, Lauda Air had announced its intention to accede Star Alliance, which became effective on March 26, 2000.

As the low cost arm within the group of three airlines, Lauda Air had provided medium and long term scheduled and charter service for leisure-oriented routes with four standard, the fleet of 22 aircraft, while retaining their own brand identity. In 2004, however, the first steps toward integration with the brand of Austrian Airlines had occurred with the ratification of a joint Austrian Lauda Air crew contract the cockpit, and in January 2005, aircraft OE-LAE became the first of four 767-300s have been painted with the colors of Austrian Airlines, featuring the new interior color scheme and a class of 24 business and 230 economy class passengers. Lauda Air had turned completely to a single class charter high density, carrier within the Austrian Airlines Group has a fleet of narrow body Boeing 737 and Airbus A-320.

The summer of 2004, Lauda flight 767, which operated as a complement to the frequency Austrian daily during the period of 11 weeks from June 26 to September 5, had reached 2055 on Saturday night and left about 25 hours later on Sunday in 2200. In order to prepare station an additional service, local passenger Boeing 767 and Boeing 767 Control Service Credit courses are designed and taught to staff Swissport. Lufthansa had not been licensed in 767 aircraft, maintenance had been contracted to Delta Air Lines, which had operated three -200, -300 and -400 series 767, and a night stop and extensive security procedures were performed before the push-back to Terminal A hardstand, in which the seals time security had been applied to all access doors. The gang inbound equipment were unloaded and washed and prepared for the next night.

The final match had been difficult to sell in the cab business without considerable marketing promotion and tariff reduction because of the plane, then capacity 36 Amadeus Class passengers. Due to the size of your door, aft lower deck, loading pallets of cargo had been restricted to four positions in the front compartment. The aircraft had operated in a combination of Lauda Air liveries and Star Alliance.

During the summer 2005 timetable, the 767-300 had operated up to four weekly flights from June 14 to September 2, resulting in 11 weekly departures from JFK, with the operation of a 330-standardly the service start and operate the 767-300 flight delayed.

In 2007, the type had replaced through the A-330 and A-340 fleet.  

12. Centralized Load Control

In late 2006, a concept known as "centralized Load Control (CLC) system was implemented at JFK, and the station, as the nucleus of an atom, had become the center everything.

Michael Steinbuegl idea, JFK Station Manager, the process by following the trends set by the Swiss International in New York, Lufthansa in Cape Town, and SAS, in Bangkok, had its origins in a previous research project in which he had explored the cost reductions through a single large department Centralized control of load in Vienna or several regional entities, although the latter performed inherently language and time zone barriers. Michael, a former traffic controller Air Manager, had accumulated considerable experience in the creation of operational procedures and methods, central to which was the weight and balance.

Seeking to apply this knowledge and simultaneously try to correct the incompatibility of the system and the communication difficulties encountered with the arrangement SAS-Bangkok in Washington, he tackled this first season, which, like JFK, has used the system WAB, Lufthansa. In the process, he created the conditions for many transitions have been making several trips duty to establish procedures consistent local station and then drawing up a detailed booklet about them. The first charge sheet centered on the flight from Washington, OS 094, which occurred on November 1, 2006.

Charlie Schreiner, the head of Austrian Airlines Load Control, then marked the occasion with these words: "With Austrian Airlines Flight OS 094 on November 1st, our first line station was connected to a load the regular process of Centralized Control with aircraft ULD. All activity in preparation for the operational planning of flight cargo ULD coordination, WAB and documentation System, including the charge sheet sent to the cockpit via ACARS, was successfully managed by our station JFK yesterday. I would like to thank our colleagues Mike Steinbuegl and Robert Waldvogel for the professional preparation and excellent organization of the processes of CLC, as well as the Austrian ladies, Regula Eva Munz and Lingeman in Washington and agents handling at JFK and Washington (Swissport and SAS Scandinavian Airlines System) in their work involved during this transition. This good work has led to the first Flying start three minutes ahead of his scheduled departure. I wish all the participants continued success in the CLC.

The rest of the CLC program, however, involved phased implementation. In May the following year, service was reopened from Chicago. Because it can now be considered a "station" again, then logically that its charge sheet would be integrated into the CLC system from the outset, and despite differences computer system, was successfully adapted with the first flight on May 29 after procedural modifications.

With these cities to be treated for JFK, it was decided to integrate the last station North America, Toronto, the first centralized charge sheet was issued on July 1.

Three Austrian Airlines Controllers dedicated Swissport cargo, two of which had worked on a given day during the peak of summer, had formed Centralized Load Control Team System.

Since the fourth station was built, JFK had produced a few leaves load of 120 per month, and the system has had great success yielded numerous benefits.

1. He was first produced considerable savings.

2. All flights departed from the time of plan preparation and loading of cargo.

3. All four North American flights had been handled by the controller operationally load just one more day of JFK had a single match.

4. All reports of instruction loading and loading sheets were generated in the system of Lufthansa-WAB.

5. Vienna and had immediate access to all data related to the cargo control and documentation.

13. 777

When Austrian Airlines had turned the page on your calendar winter of 2008-2009 March 29, JFK had his field operation first Boeing 777-200ER, the carrier equipment with greater capacity and the fifth type of base that served as New York after the A-310, A-330, A-340 and the 767.

The aircraft, which were initially acquired Lauda Air, was set to 49 companies and 258 passengers in economy class, although two examples later, which had shown higher gross weight and passenger modified scheme, had accommodated 260 passengers in economy class, along with ten, three, four, three configurations.

During the six months between April and September 2009, the flight was only carried 34 percent more passengers arriving and departing, along with a significant increase ons of freight and mail in the same period last year, when the 767 had been deployed.

The four had 777 records included the following:

1. OE-LPA

2. OE-LPB

3. OE-LPC

4. OE-LPD

14. Lufthansa Acquisition

2009 was a year crucial for Austrian Airlines. Due to the global economic crisis, escalating fuel prices, eroding incomes, and strong competition in Western Europe by the low cost carriers, financial viability and therefore continued existence as a company had been threatened, despite unsuccessful attempts Stem advance their losses by selling its A-330 and A-340 fleet, reducing its system of long-range routes, and implementing several restructuring plans. their savior in the form of an agreement with German airline Lufthansa, to take your debt and get most of their actions, enabled it to continue operating.

On August 28, the European Commission has officially approved the proposed acquisition of Austrian Airlines Group, Lufthansa German Airlines, consisting of assistance to € 500000000 restructuring of state-owned exploration and fusion between the two carriers, thus paving the way for the Austrian Airlines' integration in the Lufthansa Group in September. To achieve the necessary antitrust immunity, Lufthansa agreed to waive key flight slots and reduce the number of services between Vienna and Brussels, Cologne, Frankfurt, Munich and Stuttgart. For Austrian Airlines, which became one of many independent survival, the European air hub, which had signaled Lufthansa financially; a base closer economic, cost synergies, such as ordinary combustibles and purchase of aircraft and access to the extensive sales and Lufthansa route network international. Austrian Airlines own niche in the system has meant the establishment of Vienna as a center for high performance to feed traffic to their central dense and routing system in Eastern Europe.

As a result of this change of ownership, numerous, fundamental changes in North America had occurred.

In Toronto and Washington, for example, agreements were reached in that Lufthansa had assumed the operations of land treatment for these stations.

In New York, more than half of its Whitestone, North American headquarters, officials were dismissed and the location for nearly a quarter century of his "fortress" located on the fifth floor of the Octagon Plaza, had been closed, with the remaining staff moved to Lufthansa East Meadow, Long Island, installation and integration with their employees.

At JFK, Austrian Airlines Cargo had moved to the installation of Lufthansa on November 1 and 16 days after service has Swissport scale torch Lufthansa German Airlines.

Michael Steinbuegl, manager of that station for four years, was promoted to Key Account Manager, America North four positions, but ticket sales reserves had become redundant when Lufthansa had assumed the functions, reducing the Austrian Airlines' staff to only three members, all of them received limited contracts of six months ending May 15, 2010. They were later integrated into the operation of Lufthansa and schedule.

The Austrian Airlines last presence "red", whether it was created by Austrian Airlines and Swissport purely personal, there had been on November 15, and the office on the first floor of Terminal A at home so far, "both for Austrian Airlines and Swissport Management, Passenger Service, Burden of centralized control, ticketing, reservations and Baggage Services / Lost and Found Department, had been abandoned for three points in the installation Lufthansa two of which had been called Duty Manager located on the main level and one of which was the Key Account Manager position located on the lower level office operations station.

Everything seems to come full cycle. The event, effectively ending 21 years of autonomy presence of Austrian Airlines, had marked the return of the carrier its integration with Lufthansa in 1938 and 2000 its assistance agreement in the airport JFK.  

15. Station Strong JFK

Throughout its 21 years of presence at JFK International Airport, Austrian Airlines had held five types of aircraft – the Airbus A-310, Airbus A-330, Airbus A-340, the Boeing 767 and Boeing 777, had taken four strategies – the initial run, independent, Delta Air Lines codeshare agreement, the spokesman tri Atlantic Station Excellence and Star Alliance integration, had operated from JFK four terminals – Terminal One, two terminals, Terminal Three, and arrivals international construction, had been handled by three companies – Delta Air Lines, Lufthansa Airlines, German, and Swissport USA and had used two computer systems.

Because the talents and skills of many staff had been directed to produce creative and innovative achievements, in the last chapter of its existence, JFK had notched up several successes and strengths, some of which had allowed it to play an increasingly important role in nucleic America North. These results can be subdivided as follows:

1. The books and courses were then used to duplicate that success in Austrian Airlines' other U.S. broadcasters.

2. Centralized Load Control (CLC) of the Department, which involves the preparation of charge / investigation reports and charge sheets for the four North American stations in Chicago, New York, Toronto and Washington had been very successful and since it involved four types of aircraft: the Boeing 767, Airbus A-330, Airbus A-340 and Boeing 777.

3. Omar was always traveling to other broadcasters in order to restructure their baggage Services Departments.

4. Sales of ticket-booking counter, under the direction of Sidonie Shields, had always collected significant amounts of annual revenue from ticket sales, excess baggage and other fees.

5. The visible presence of Austrian Airlines in red uniforms for the passenger, is used by Austrian Airlines and Swissport staff.

6. The special flights, such as carrying Rabbi Twersky group, the American Music foreign group, the group IMTX, the Vienna Boys Choir, the Philharmonic Orchestra Vienna, and Life Ball, the latter with its high-profile celebrities, colorful characters, and the parties pre-departure.

7. Special events, including "The Year in Review, "the Pennsylvania ski trips, summer pool parties, birthdays, Thanksgiving dinners, and the Secret Santas at Christmas.

8. And finally, the daily briefings, family environment, the jokes, the laughs, strikes, and human connection that had continually emphasized the forces of life by behind everything.

Michael Steinbuegl, who assumed command as JFK Station Manager in September 2005, had cultivated the environment and orchestrated the steps that had allowed each of these strengths and achievements have been made.

16. Two Decades of Elasticity

Austrian Airlines, until now among the smaller European airlines, had to assume a considerable degree of elasticity "required" during his 21 years at JFK, flowing and ebbing in the turbulence of changing market conditions, seeking financial benefit, the synergistic strength, market niche, the realignment alliance and definitive change of ownership. Defying Darwinian philosophy, whose "survival of the fittest" is often translated as forecast "Survival of the biggest", Austrian Airlines, had, despite numerous redirects necessary proof to the contrary, perhaps calling for a reformulation of philosophy to read, "survival of the small" – which must be added, "As a global player."

To this end, the final strategy had allowed the carrier to survive. For the season JFK and his staff, however, he did not.

Epilogue

Because I'd been hired by the Austrian Airlines two months before her inaugural transatlantic flight to JFK on March 26th 1989 and had several positions that throughout its history 21 years, I felt uniquely qualified to write his story. It is, in essence, my story. That's what I lived. And what I leave …

About the Author

A graduate of Long Island University-C.W. Post Campus with a summa-cum-laude BA Degree in Comparative Languages and Journalism, I have subsequently earned the Continuing Community Education Teaching Certificate from the Nassau Association for Continuing Community Education (NACCE) at Molloy College, the Travel Career Development Certificate from the Institute of Certified Travel Agents (ICTA) at LIU, and the AAS Degree in Aerospace Technology at the State University of New York – College of Technology at Farmingdale. Having amassed almost three decades in the airline industry, I managed the New York-JFK and Washington-Dulles stations at Austrian Airlines, created the North American Station Training Program, served as an Aviation Advisor to Farmingdale State University of New York, and devised and taught the Airline Management Certificate Program at the Long Island Educational Opportunity Center.

Ana Mercury #2