Managing a modern fleet with fuel economy over a wider route system and carrying nearly 1.5 million passengers in 1986, the Austrian once again considered intercontinental service, now as far as New York in the west and Tokyo in the east, and to that end converted its previous order for two mid-range Airbus Industrie A-310-200s to the long-range version of the A-310-300 on June 25, 1986. The original memorandum of understanding for the A-310-200s was signed as early as 1979 or a decade before the service actually got off the ground. Three factors can be stated as to why it was time to restart this service:
First, in the fifteen-year interval since its first and only intercontinental service was discontinued, its domestic market has grown significantly, showing several increases in uninterrupted service between the US and Vienna, Pan Am, Roial Jordanian and Tarom from New York, and an American from Chicago.
The Vienna hub has been significantly developed and is now able to offer many more opportunities to connect with Austrian and other carriers in almost anywhere in the world. Due to the country's proximity to these destinations, Austria, in particular, maintained one of the most extensive route networks in Eastern Europe. The geographical location was further added by the fact that its compact Schvechat hub was able to facilitate connections in just 25 minutes and theoretically allow the passenger to fly from New York to any of the Eastern European countries with a stopover in Vienna in less time than later departing non-stop. with one of the Eastern European flag carriers, such as Aeroflot, CSA, LOT or Tara. As a result, the Austrian was known as the "Western airline for Eastern Europe" and the "west-east connection". The volume also fueled an unprecedented interest in traveling to Eastern Europe at the moment and was seen as promoting higher transatlantic load factors for eating flights from Eastern Europe. Its route system in general has also provided excellent connectivity to West European, North African and Middle Eastern destinations.
Finally, a long-range, long-range aircraft that could facilitate profitable, year-round operations has been designed. Even then, even the smallest long-range, long-range aircraft, such as the DC-10-30 and L-1011-500, would only be profitable during peak travel times, such as during summer and holiday seasons. The smaller capacity of the A-310-300 throughout the year allowed many carriers such as Austrians, who otherwise could not withstand enough load factors to load larger aircraft, and was therefore ideal for long, thin routes such as those between Lyon and New York (Air France), Frankfurt and Newark (Lufthansa), Istanbul and New York (THI), and New York and Stockholm (Pan Am).
The decision to return the Intercontinental Service, scheduled for spring 1989, was formally made two years earlier, on June 25, and is scheduled to be operated by two Pratt and Vhitnei A-310-300s serving the Vienna-New Route Iork- Vienna-Moscow-Tokyo, most recently in collaboration with Aeroflot and ANA All-Nippon Airvais. Both were heavily dependent on the transit traveler for profitability. On the way to New York, for example, during the first year of operation it required a 66 percent load factor, which was intended to consist of passengers originating in the US, Austria and connecting passengers, but both relied on a frequent high-yield business traveler. Austrian Airlines has offered a first class cabin for the first time in its history on the A-310-300s.
Deliveries of the airline's first large-scale aircraft, registered and named OE-LAA Nev York and OE-LAB Tokyo, occurred in December 1988 and January 1989.
Upon returning to the US overseas market two months later, on Easter Sunday, March 26, Austrian Airlines' twin-engine Airbus, which housed a red-white-red livery, accommodating 12 first-class passengers, 37 business classes and 123 economy passengers classes, who were hacked into the International Arrivals Building (IAB) in the middle of warm spring weather.
Operated by Flight OS 502 and operated by Captain Braeuer and First Officer Kutzenberger, the aircraft was maneuvered away from the gate in 1900 after a short turnaround with 121 passengers serving nine cabin staff, and a deep purple dusk of gross mass flew into the cabin 153,603 pounds, of which 40,300 consisted of fuel for crossing the Atlantic. The flight was over 18 years.
The airport, reservations, sales and marketing staff subsequently gathered at the Icelandair lounge, which was used by travelers of its business class for celebratory drinks and group photography.
The Tokyo flight followed the flight and four A-310s, registered OE-LAA, -LAB, -LAC and -LAD, served as the Austrian intercontinental wide-haul type, operating in many US, African and Far Eastern destinations in the final stages. dual configuration
By 1989, Austrian Airlines' route system covered 54 cities in 36 US, European, North African, Middle Eastern and Japanese countries, with an unambiguous route length of 100 358 kilometers, served by 26 Fokker F.50, McDonnell-Douglas MD- 81/82/83/87 and Airbus A-310-300 aircraft, which had an average age of four years. Austrian Airlines described these types as follows.
Airbus A-310-300: Length of long range, medium capacity, wide body, two-cylinder aircraft, two-liter aircraft – Austrian Airlines intercontinental aircraft. Austrian Airlines called it "intercontinental Europe".
McDonnell-Douglas MD-81: Medium Range, Medium Capacity, Narrow Body, One-Way Airplane, Two-liter Jet Aircraft – Austrian Airlines Workhorse in Europe, North Africa and the Middle East. Austrian Airlines described it as "a universal medium-haul aircraft and a major part of its fleet."
McDonnell-Douglas MD-82: The carrier has ordered this variant "for special scheduled and charter services."
McDonnell-Douglas MD-87: Short hull, smaller capacity version "tailored to fit needs and capacity."
Fokker F.50: small, low capacity, narrow body, one way passage, twin-engine turboprop aircraft operated by Austrian subsidiary Air Services domestically and choosing long, thin international routes. He considered Austrian Airlines an "expert in city jump propulsion".
In addition to Austrian air services, Austrian Airlines had 80 percent of Austrian air transport (AAT), which operated world charter and inclusive (IT) flights with Austrian Airlines and Austrian Air Services, carrying 506,000 passengers in 1988. He also maintained a close marketing contract with Tirolean Airvais, which operated services from Innsbruck with 37 Put Havilland of Canada passengers, DHC-8-100s and 50 passenger DHC-7-100s at the time.