Austrian Airlines history at JFK

1. Return to JFK:

Two decades after Austrian Airlines launched the original but unsuccessful overseas service for New York – it launched a joint operation with Sabena Belgian World Airvais on April 1, 1969, with OE-LBA registered Boeing 707-320, which incidentally stopped in Brussels. returned to the U.S. on March 26, 1989, this time with an OE-LAA Airbus A-310-300 sports registration. The occasion introduced not only intercontinental service into its route system, but also a wide-ranging aircraft with the first cabin configuration in three classes of its fleet. Unlike the previous attempt, this one proved successful, but it heralded the beginning of another two decades of resilience, paved with numerous types of aircraft, aviation alliances and strategies, terminals, handling companies and computer systems. This is his story.

2. Evolution of JFK Station:

Initial Training, held at Austrian Airlines; The North American headquarters in Vhitestone, Nev., Taught by Peter "Luigi" Huebner, began on February 6, 1989, or six weeks before the first flight, and his curriculum included "Passenger Handling I" and "Adios" courses Check-In ".

Austrian Airlines & # 39; JFK's first site, the East Wing of the non-existing International International Arrivals Building, was a joint facility with Icelandair and included five Austrian check-in desks equipped with a computer, automated entry-printers and laser-scanned luggage printers, and a shared upper level Icelandair Saga Lounge.

Fully staffed and trained by Austria and dressed in uniform, his staff performed all ground operations: Passenger Services, Ticket Sales, Reservations, Lost and Found, Load Control, Administration, Supervision and Administration, while Icelandair staff served on the ramp , oversight of aircraft and luggage, cargo and mail servicing.

However, the success of the operation relied on the equipment that serviced it, and it was only Airbus Industrie's decision to offer the shorter-capacity, smaller-capacity version of the A-300 that enabled the re-established transatlantic operation with the A-310.

This long-lasting, two-cylinder, wide-angle design, with simultaneous technology, offered the same range and double comfort as a comparable four-engine 747 or three-engine DC-10 and L-1011, but at the same time. offered reduced capacity to facilitate profitable operations throughout the year. Due to Austrian market size, a larger 747, DC-10 or L-1011 would otherwise operate at a loss beyond the peak summer travel season. Any other long-range aircraft, including the Boeing 707 and McDonnell-Douglas DC-8, had older-generation Stage 1 technology, thirsty fuels, four-engine technology in the early 1960s, and would have been banned from the US service unless equipped with a large or fully equipped with an engine. The A-310 was just made by Austrian Airlines & # 39; a long, thin sector of the Vienna-New York routes is possible.

The initial 1989 timetable offered six weekly frequencies during the summer and five in the winter, at which time two A-310-300s served New York and Tokyo, the last with a median stop in Moscow. They also increased longer-reach routes, such as those to Tel Aviv, Istanbul and Tehran.

During the first six months of JFK operations, the aircraft has never experienced too much scheduling delays, resulting in test performance on time.

Flight service naturally accounted for a large portion of the airline's expenses. As a result, many carriers have started reducing this to reduce costs. Austrian Airlines, however, remained unique in the world of snacks and paper mugs, providing printed menus, comfort kits, Chinese service, free alcoholic beverages and headphones in the cabins of its overseas flights to and from Vienna.

Due to the short hull of the A-310, however, the cargo space of the lower decks was limited, with rear restraints typically housed by ULDs and the stern itself, which was often limited to two pallets and one AKE unit.

Although load factors in the New York-Vienna sector were initially low, they continued to increase until most flights were full. Large tourist groups made up an increasing proportion of the travel mix, along with the intended commuter connections, which could benefit from the expansion of the Vienna center. It is the ultimate testament to the carrier when the passenger has chosen to fly with him and establish a connection at his home airport, as opposed to traveling nonstop with a national carrier.

As a "second attempt" across the Atlantic, the intercontinental transport of A-310 by Nev Iork from Austria was ultimately successful.

With the purchase of its third A-310-300 OE-LAC registered, Austrian Airlines was considering a service to another US pass in the spring of 1991, like Los Angeles, but the A-310-300 and 11 – the duration of your flight prevented this reality. Although Chicago is considered alternatively, the US non-stop Boeing 767-200ER service to Vienna would result in prohibitive competition, as O & Hare was its second largest hub, leaving Vashington-Dulles the only viable alternative.

For the European Continental Network, the McDonnell-Douglas MD-83 was commissioned for delivery in 1991 and several existing MD-81s have been redesigned to this standard, increasing their range and payload capabilities. Two additional Fokker F.50s have also been ordered for domestic and long, thin international routes.

During the five-year period from 1989 to 1994, Austrian Airlines operated independently at JFK, offering as many as four weekly departures during the winter and as many as seven during the summer.

3. Delta Air Lines Code Share:

Changes in market conditions have fueled JFK's modified strategy for Austria. For example, wanting to align with a U.S. domestic carrier to get food for its transatlantic flights, for example, in 1994, it concluded a marketing contract with Delta Air Lines, in which it affixed its two-letter "OS" to Delta- flight operation, while Delta itself reciprocally affixed its own "DL" designation to Austrian services. Two Delta aircraft, wearing their company's uniforms, initially also served in the cabins of their A-310s to and from Vienna.

Although the financial benefits of the concept were slow to materialize, the plane eventually reached large load factors, carrying both Austrian and Delta passengers from some two dozen US cities across New York to Vienna, often without a rollover.

To reduce ground handling costs and achieve synergistic, inter-carrier benefits, Austrian Airlines transferred its operations to Delta Terminal 1A (later redesigned Terminal 2) on July 1, 1994, retaining only nine of its original 21 staff members. Delta Air Lines, a newly named air carrier, assumed arrivals, lost and found passengers, check-in, departure gate, ramp and luggage room, while the Austrian still operated its own charts, cargo control, administration, surveillance and management functions.

1994 also marked two long four-engine A-340-200s configured for 36 business and 227 economy class passengers and registered OE-LAG and OE-LAH. They periodically served New York over the next decade.

Another change occurred three years later, between February 1997 and 1998, when she moved her check-in counters and operating office to Delta Terminal 3, but otherwise remained in the same marketing alliance.

The year also marked that the transatlantic route to New York was mature enough to support a second departure on selected days during the summer timetable, with this additional flight arriving in 2045 and diverting to 2205. Normally operated on an OE-LAC, A- 310 with a smaller department of economy but a larger capacity, made it easier to connect to the midday departure bank from Vienna.

4. Atlantic Excellence:

Rebounding the deregulation of the airline that required diversion and trying to achieve additional synergies to reduce costs, on March 1, 1998, Austrian Airlines integrated its JFK operations with Sabena Belgian World Airvais and Svissair, forming a three-carrier Atlantic Ekcellence Alliance. Although employees at all three airlines continued to wear their uniforms, they operated from a single passenger and cargo control service, using a common check-in facility for Austria, Sabene and Svissair and handling each other's flights.

During the peak season, seven daily departures were offered by four airlines, including two to Vienna with Austrian Airlines, two to Brussels with Delta and Saben, one to Geneva with Svissair and two to Zurich, also with Svissair.

Eight functions were performed at Atlantic Ekcellence, including controls, arrivals, departures, VIP / special services, ticket sales, ticket reservations, load control, ramp monitoring and problem recording. Since Svissair has been contracted to prepare the waybills for Malev-Hungarian Airlines & # 39; for flights to Budapest, the Load Control function itself involved the handling of six types of aircraft – 747-300s, A-340-200 / -300s, MD-11s, A-330-200s, 767-200ERs and A-310-300s – often for which inter-carrier courses are required.

As has happened individually with Austrian Airlines, Delta has equally concluded reciprocal two-letter code agreements with Saben and Swissair, but has now taken the former marketing arrangement to full alliance status at Delta's significantly maturing JFK hub. Delta continued to provide ramp and luggage functions for all three Atlantic Ekcellence airlines.

In August of the same year, Austrian Airlines delivered the first of four long-range A-330-200 long-range, registered OE-LAM and configured for 30 business and 235 economy class passengers, the type eventually replacing the A -310-300 as an intercontinental horse . The four aircraft, which later operated with a reduced 24-seat business booth when the Grand Class concept was introduced, were selling OE-LAM, OE-LAN, OE-LAO and OE-LAP registrations.

During the summer timetable in 1998, Austria performed its first double-deck operation from JFK, with the first departure standard operating the A-330 and the second A-310.

5. Star Alliance:

Although a final "Svissport solution" was envisaged, under which all Atlantic Ekcellence ground personnel would be reassigned to the service provider, the coincidence never occurred.

Rumors, roaring through the station like gentle warnings of an impending storm, had penetrated the atmosphere by mid-1999. The new strategy seemed to be glowing on the horizon, and the seed planted long before it flourished was multifaceted and comprehensive.

In June 1999, Delta Air Lines and Air France formed the basis of a new global alliance, later called SkiTeam, dissolving the 25-month Austrian / Delta / Sabena / Svissair Atlantic Alliance Alliance of Excellence, whose agreement, without negotiation, expired. in August 2000.

Despite a 10 percent investment restriction, Svissair still tried to buy additional shares of Austrian Airlines, forbidding the Austrian goal of retaining its identity and independence and forcing it to withdraw from the Alliance of Qualified European Carriers under the authority of Svissair.

Svissair and Sabena formed a combined commercial management structure, which again proved to be contrary to Austrian Airlines; independent direction.

Finally, in early 2000, Sabena and Svissair entered into code-sharing agreements with American Airlines, a US carrier that conflicted with Austrian Airlines & # 39; food strategy in the usa.

As a small but profitable international carrier of significant quality, Austrian Airlines nevertheless needed the reach of the global alliance to remain profitable and thus concluded a membership agreement with Lufthans and Star Alliance, which entered into force on March 26, 2000.

The largest and longest alliance at the time was Air Canada, Air Neveland, All Nippon, Ansett Australia, Austrian Airlines, British Midland, Lauda Air, Lufthansa, Mekicana, SAS, Thai Airvais International, Tirolean, United and Varig, and carried 23 together percent of world passenger traffic. But more importantly, the decision allowed for continued independent identity and action, while at the same time having the potential for expansion. Expressed as sentiment, the decision was stated as: "Here we grow again!"

The transition from Atlantic excellence to Star Alliance, started back in January 2000, has led to four integral changes.

1). Brand new IT (IT) system and frequent flight program.

2). Operational relocation to a new terminal, a passenger service office, a passenger check-in counter, a cargo control dispatch center and a gate at JFK.

3) New airline airlines sharing code and traffic resulted in the closure of Atlanta Station and the consequent opening of Chicago and the reopening of Washington DC in the US.

4). Company-level migration training in Oberlai, Austria, Austrian Airlines site & # 39; Head office.

Membership of the Star Alliance, which again resulted in a move to Terminal One at JFK, prompted another change of carrier, this time from Delta to Lufthansa, which now operated luggage and check-in services, while Austria itself continued to operates in arrival capacity, ticket purchase, load control, ramp monitoring and management. Under the reciprocal agreement, he also provided those services to passengers in Lufthans for his own departures from Frankfurt during non-working hours. Functions for the loading and loading space of the aircraft were initially performed by Hudson General, which was later renamed GlobeGround North America.

In a further cost-cutting strategy, Austrian Airlines moved to a smaller ground floor passenger terminal office in September 2002, in which Load Control / Ramp Supervision was assigned to Lufthansa. The Lufthansa flights were no longer served, Austrian employees were further reduced, now to six part-time and two part-time positions, and the daily shift hours were reduced from nine to eight.

Austria's largest aircraft, the A-340-300 – which accommodates 30 business and 261 economy class passengers – occasionally also provided services to JFK, especially during the summer flight schedule of 2002 when a late Saturday departure was planned. Two such aircraft, registered OE-LAK and OE-LAL, now formed part of the fleet.

6. Svissport USA:

The continuing need for cost reductions resulted in another change to JFK's handling company on January 1, 2003, when most groundhandling services were transferred from Lufthansa to Svissport USA.

In preparation for the change, Swissport Passenger Service staff attended a guide course in Vienna last month, while one Swissport agent who organized the luggage services department attended the World Tracer Basic course later in the year, in October.

Equipped with Austrian Airlines uniforms, Swissport staff performed Arrivals, Lost and Found functions, Passenger check-in, Gate departure, Load control and Ramp monitoring, while the Austrian continued to assume ticket sales, administration, oversight and management responsibilities. .

The load control, originally performed at Terminal 4 using the Svissair DCS system, was eventually transferred to Terminal One and the Lufthansa-VAB system after Swissport operations personnel completed a computerized load control course in Vienna that March.

7. North American Station Training Program:

Because most of the Swissport agents had a bit of previous experience with the airline and therefore were not familiar with Austrian Airlines & # 39; products and procedures, the author created a local training program, writing course descriptions, writing textbooks, designing quizzes and exams, teaching the courses themselves, and then issuing training certificates to better prepare them for the job.

The program, which follows its routes to the Austrian Airlines Passenger Handling Course, created in 1989 and the introductory load control training material written in 1998, has evolved into a fully-fledged North American station training program, updated with Aircraft, System, Alliance Procedure and Change included four Integral Curriculums, Starting Passenger Service, Ramp Monitoring Certificate, Load Control Licensing, and Airline Management.

Finally, including 27 passenger services, ramp monitoring, load control, air cargo and flight station management, teaching and training manuals, two station histories and 28 curricula, this resulted in 63 courses taught to Austrian airlines and Delta Airlines Делта , Луфтханса, услуге управљања путницима / Маца, САС, Серваир и Свисспорт на осам северноамеричких станица Атланте, Цанцун, Цхицаго, Монтреал, Нев Иорк, Пунта Цана, Торонто и Васхингтон.

Програм који је брзо еволуирао у еквивалент "авио-универзитета" и често се наводи као разлог због којег су особље Свисспорт-а жељели пребацити на рачун Аустриан Аирлинес-а, показао се важним за њихове каријере, олакшавајући им промоцију или прихватање од стране других авио-компанија .

8. Боеинг и Лауда Аир према ЈФК:

ЈФК, који је до сада искључиво служио Аустриан Аирлинес и његова флота А-310, А-330 и А-340 Аирбус широкобродних авиона, примио је своју прву редовну операцију Лауда Аир 767 током лета 2004, превозник који је основао трком Формуле И. возач аутомобила Ники Лауда и сматра Аустриан Аирлинес & # 39; такмичар током раног дела своје историје. Али до следеће године се учесталост удвостручила и током 2007. године потпуно је заменио 17-годишњу услугу Аирбуса.

Лето лета Лауда 767, које је радило као додатак дневној аустријској фреквенцији током периода од 11 недеља од 26. јуна до 5. септембра, требало је да стигне у 2055. у суботу увече, а полетео је око 25 сати касније у недељу у 22.00.

Да би се станица припремила за додатну услугу, креирани су локални течајеви за путничке службе Боеинг 767 и Боеинг 767 који се подучавају особљем Свисспорт-а.

Будући да технички запосленици Луфтхансе нису имали 767 дозвола, њихово одржавање уговорено је Делта Аир Линес-ом који је управљао сва три серије -200, -300 и -400 767с, а извршена је опсежна ноћна станица и безбедносни поступак пре притиска авиона назад до тврдог терминала Оне, у које време су безбедносне пломбе примењене на сва приступна врата. Опремљена галијска опрема је опрана и припремљена за следеће вече.

Због капацитета авиона класе Амадеус са 36 путника, касни полазак је био тежак за продају у пословној кабини без значајније промоције и смањења цене, док је утовар палетом димензионално био ограничен на четири позиције у предњи одељак Летелице су деловале у комбинацији Лауда Аир-а и Стар Аллианце-а.

Током лета лета 2005., од 14. јуна до 2. септембра, 767-300 је обезбеђивао до четири додатне недељне фреквенције, што је резултирало укупно 11, при чему је А-330 стандардно управљао раним одласком, а касни 767-300 .

До 2007. године, тип је потпуно заменио флоте А-330 и А-340, али се појавио са неколико конфигурација. Авиони ОЕ-ЛАЕ, -ЛАИ и -ЛАЗ, на пример, смештали су 36 у послу и 189 у економији, док су они регистровани ОЕ-ЛАКС и -ЛАВ имали 30 и 200 седишта. Авион ОЕ-ЛАТ, који је понудио највећи капацитет од шест, укључивао је још десет седишта од ова два за додатну опрему за 240 путника.

9. Централизована контрола оптерећења:

Крајем 2006. године, концепт познат под називом „Централна контрола оптерећења“ (ЦЛЦ) уведен је у ЈФК, а станица је, као језгро атома, постала језгро свега.

Браинцхилд Мицхаела Стеинбуегла, тадашњег управника ЈФК станице, поступак, пратећи трендове које су поставили Свисс Интернатионал у Њујорку, Луфтханса у Кејптауну и САС у Бангкоку, потиче из ранијег истражног пројекта у којем је истраживао смањење трошкова средствима великог, једног централизованог одељења за контролу оптерећења у Бечу или неколико регионалних. Последње је, међутим, повлачило за собом језичке и временске зоне.

Набавио је велико искуство у стварању оперативних процедура и метода као бивши менаџер за руковање авионима, био је добро упознат са питањима тежине и равнотеже.

Желећи применити ово знање и истовремено покушати да отклони неспојивост система и тешкоће у комуникацији на које наилази САС-Бангкок аранжман у Вашингтону, он се прво позабавио овом станицом која је, попут ЈФК-а, већ користила систем Луфтханса-ВАБ. У том је процесу одредио курс за многе преласке који су уследили тако што је направио неколико дежурних путовања како би успоставио компатибилне локалне станице и затим саставио детаљну књижицу која се односи на њих. Први централизовани товарни лист за лет из Вашингтона, ОС 094, генерисан је 1. новембра 2006.

Цхарлие Сцхреинер, тадашњи шеф Аустриан Аирлинес Лоад Цонтрол, накнадно је обележио ову прилику слањем следећег телекса.

"Са Аустриан Аирлинес Флигхт ОС 094 1. новембра", написао је, "наша прва линија била је повезана са редовним централизованим процесом контроле оптерећења зракопловима УЛД. Све активности на оперативној припреми лета, планирању оптерећења, УЛД координацији и ВАБ Наше ЈФК станице јуче су успешно контролирале системску документацију, укључујући товарни лист који је у кабину пренесен преко АЦАР-а. "

Остатак програма ЦЛЦ, међутим, укључивао је фазну имплементацију. У мају следеће године сервис је обновљен из Чикага. Будући да се то сада могло сматрати „новом“ станицом, логично је следило да ће њен товарни лист бити интегрисан у ЦЛЦ систем од самог почетка и упркос разликама у рачунарском систему успешно прилагођен првим летом 29. маја након процедуралних измена.

Како је ЈФК овим градовима управљао, одлучено је да се интегрише последња северноамеричка станица, Торонто, чија је прва централизована листа издата 1. јула.

Три централна контролера терета из Свисспорта, од којих су два радила одређеног дана током врхунца летње сезоне, формирала су тим Централизованог система за контролу оптерећења.

Откако је четврта станица интегрисана, ЈФК је производио око 120 товарних листића месечно, а веома успешан систем донио је бројне предности.

Прво и најважније, то је донело значајне уштеде. Сви летови су полетели на време у складу са својим планом оптерећења и припремама теретних листова, а сва четири лета у Северној Америци оперативно је обављао само још један контролор терета дневно, него што је ЈФК кориштио за један полазак. Сви извештаји са упутствима за утовар и таблице са подацима су додатно генерисани системом Луфтханса-ВАБ, што је Бечу омогућило непосредан приступ свим подацима и документацији везаним за контролу оптерећења.

10. Боеинг 777:

Када је Аустриан Аирлинес 29. марта окренуо страницу свог зимског реда летења 2008-2009, ЈФК је извео своју прву операцију Боеинг 777-200ЕР, авион највећег капацитета и петог основног типа који је служио Њујорк после А- 310, А -330, А-340 и 767.

Авион, којег је Лауда Аир првобитно купио, конфигурисан је за 49 путника из пословне класе и 258 аутобуси, иако су два каснија примера, која су укључивала веће бруто тежине и модификоване путничке аранжмане, сместила 260 путника економске класе у десет до три, три-четири. – три, конфигурације.

Током шестомјесечног периода између априла и септембра 2009. године, један је лет превозио 34 посто више путника који су долазили и одлазили, уз значајно повећане додатке терета и поште у односу на упоредни период раније, када је 767 кориштен. Четири 777 возила у флоти регистрована су ОЕ-ЛПА, ОЕ-ЛПБ, ОЕ-ЛПЦ и ОЕ-ЛПД.

11. Набава Луфтханса:

2009. је била кључна година за Аустриан Аирлинес, како на локалном, тако и на нивоу целог система. Због глобалног пада економије, ескалације цена горива, смањених приноса и јаке конкуренције западне Европе од стране нискобуџетних превозника, његова финансијска одрживост и даље постојање компаније били су угрожени, упркос претходним стратегијама које су укључивале продају својих А-330 и А- 340 флота, смањујући свој систем трасе на даљини и спроводећи неколико планова за реструктурирање. Његов спасилац, у облику споразума са Луфтханса-Герман Аирлинес-ом, омогућио му је да настави да послује, пошто је преузео свој дуг и стекао већину деоница.

28. августа Европска комисија званично је одобрила Луфтханса-Герман Аирлинес & # 39; стицање компаније Аустриан Аирлинес Гроуп. Састављена од 500 милиона евра од наведеног холдинга неопходног за реструктурирање и спајање два превозника, стратегија је утрла пут аустријској интеграцији у луфтхансу до септембра. Међутим, да би постигла потребан имунитет против конкуренције, Луфтханса је морала пристати да се одрекне кључних места за лет и смањи број услуга између Беча и Брисела, Келна, Франкфурта, Минхена и Штутгарта.

За аустријске авиокомпаније, које би постале један од неколико независних, европских превозника чворишта, то је сигнализирало финансијски опстанак, побољшану економску основу, синергију трошкова, као што су заједничка куповина горива и авиона, и приступ Луфтханси. широка међународна мрежа продаје и маршрута. Успостављање Беча као високо-ефикасног чворишта за саобраћај хране свог новог власника густог система трасе централне и источне Европе сматрало се аустријском снагом унутар тог система.

Као резултат овог власништва, догодиле су се и бројне, фундаменталне северноамеричке промене.

На пример, у Торонту и Васхингтону, Луфтханса је преузела све аспекте приземља.

У Њујорку је отпуштено више од половине особља запосленог у седишту Северне Америке у Вхитестонеу, док је његов објекат, који се налази на петом спрату Оцтагон Плаза-а и који се сматрао његовом тврђавом скоро четврт века, затворен , а преостали запослени се преселе у Луфтхансину источну ливаду, Лонг Исланд, канцеларију.

Аустријска авио-компанија Царго се у самом ЈФК-у 1. новембра преселила у постројење Луфтханса, а 16 дана касније Свисспорт је батерију за земаљско преношење доставио Луфтханса-Герман Аирлинесу.

Мицхаел Стеинбуегл, менаџер те станице током четири године, унапређен је у кључног менаџера рачуна у Северној Америци, али су четири позиције продаје улазница биле резервне када је Луфтханса преузела те функције, смањујући Аустриан Аирлинес & # 39; особље до само два члана (укључујући и аутора) који су добили ограничене, шестомесечне уговоре који су истекли 15. маја 2010. године, повремено се интегришући у оперативни распоред и распоред Луфтхансе, руковали су својим летовима, упознавајући запосленике Луфтхансе са њиховим властитим процедурама. , али након овог прелазног периода подједнако су ослобођени запослења.

Последња „црвена униформна присутност компаније Аустриан Аирлинес“, без обзира да ли су је представљали чисто аустријски авиопревозници или особље Свисспорт-а, догодила се 15. новембра, а канцеларија првог спрата у терминалу један, до сада „кућа“ за управу превозника, путнике Услуга, централизована контрола оптерећења, продаја улазница-резервација и услуге пртљага / одељени и изгубљени одељења одрекли су се за три стола у објекту Луфтханса, од којих су две биле станице дежурства које се налазе на главном нивоу, а једна је резервисана за Кључна позиција менаџера рачуна на нижем нивоу у канцеларији за станице.

Чини се да све ствари долазе у потпуности. Догађај, који је на крају завршио 21 годину аутономне авиокомпанијске компаније Аирлинес, обележио је повратак превозника ка својој интеграцији из 1938. године са Луфтхансом и 2000. аранжману за земљотрес у ЈФК.

12. Јачине ЈФК станице:

У 2009. години Аустриан Аирлинес је превозио 666 летова који су долазили и одлазили на ЈФК и превозио 158.267 улазних и одлазних путника, што је пораст за 18,42% у односу на претходни податак, док је превозио 5.005 летова који су долазили и одлазили и превозио 1.074.642 путника током седмогодишњег лета. године, између 2003. и 2009. године, да је Свисспорт УСА преузео своје руковање земљом.

ЈФК је, искусивши неколико савеза авиокомпаније, локације терминала, рачунарске системе, компаније за руковање авионима, типове авиона и све мањи број особља аустријског ерлајнса током свог 21-годишњег присуства, ефикасно затворио своја врата, последњу од својих северноамеричких станица у су то урадили.

Током више од две деценије присуствовао је пет типова авиона – Аирбус А-310, Аирбус А-330, Аирбус А-340, Боеинг 767 и Боеинг 777; преузео је четири стратегије – своју почетну, независну операцију; споразум о дељењу кода Делта Аир Линес; три-носач Атлантиц Екцелленце станице; и интеграција Стар Аллианцеа; управљао са четири ЈФК терминала – Терминал Оне, Терминал Тво, Терминал Тхрее и Интернатионал Интернатионал Арривалс Буилдинг; су га водиле три компаније – Делта Аир Линес, Луфтханса-Герман Аирлинес и Свисспорт УСА; и користио два рачунарска система.

Because the talents and abilities of many of its staff were channeled to produce creative and innovative results during the last chapter of its existence, JFK had notched up several achievements, some of which enabled it to play an increasingly nucleic role within North America. They can be subdivided as follows.

The North American Station Training Program, comprised of the Passenger Service, Ramp Supervision Certification, Load Control Licensing, and Management disciplines, was instrumental in the educational preparation of all entry-level employees, enabling them to perform their designated functions with sufficient procedural knowledge or climb the ladder all the way to management, if so needed. The textbooks and courses were subsequently used to duplicate this success at Austrian Airlines' other North American stations.

The Centralized Load Control (CLC) Department, entailing the preparation of loading instruction/reports and load sheets for the four North American stations of Chicago, New York, Toronto, and Washington, was highly successful and once involved four aircraft types: the Boeing 767, the Airbus A-330, the Airbus A-340, and the Boeing 777.

The Baggage Services/Lost and Found Department, under the direction of Omar Alli, served as a model for other stations and earned a lost baggage rating that became the envy of them. Omar himself often traveled to other stations in order to provide restructuring guidance for their own Baggage Services Departments.

The Ticket Sales-Reservations counter, under the direction of Sidonie Shields, consistently collected significant amounts of annual revenue in ticket sales, excess baggage, and other fees.

The visible presence of Austrian Airlines, in red uniforms, to the passenger, whether worn by Austrian Airlines or Swissport staff, cemented its identity.

The several annual special flights, which sometimes posed significant challenges, but were always successfully executed, included those carrying the Rabbi Twersky group, the American Music Abroad group, the IMTX group, the Vienna Boys' Choir, the Vienna Philharmonic Orchestra, and Life Ball, the latter with its high-profile celebrities, colorful characters, and pre-departure parties.

The special events, often fostering a "family" atmosphere among its own and Swissport staff, included the annual "Year in Review" series, the Pocono Mountain ski trips, the summer pool parties, the birthdays, the Thanksgiving dinners, and the Secret Santas at Christmas.

And, finally, the daily briefings, jokes, laughs, raps, camaraderie, friendships, and human connections continually emphasized and acknowledged the true souls behind everyone as they cohesively worked toward the airline's and the station's common goals.

Michael Steinbuegl, who assumed command as JFK Station Manager in September of 2005, had cultivated the environment and orchestrated the steps that had allowed every one of these accomplishments to be made.

13. Two Decades of Elasticity:

Austrian Airlines, hitherto among the smallest European airlines, had to assume a considerable degree of necessary "elasticity" during its 21 years at JFK, ebbing and flowing with the ever-changing turbulence created by prevailing market conditions, seeking financial benefit, synergistic strength, market niche, alliance realignment, and ultimate change of ownership. Defying Darwinian philosophy, whose "survival of the fittest" prediction is often translated as "survival of the largest," Austrian Airlines had, despite numerous, necessary redirections, proven the contrary, perhaps prompting a rewording of the philosophy to read, "survival of the smallest," if four short words were added-namely, "as a global player."

Toward this end, the latest strategy enabled the carrier to survive. For station JFK and its staff, however, it did not.


Because I had been hired by Austrian Airlines two months before its inaugural transatlantic flight from JFK occurred on March 26, 1989 and subsequently held several positions there throughout its 21-year history, I felt singularly qualified, as a lifetime aviation researcher, historian, and writer, to preserve its story in words. It is, in essence, my story. It is what I lived. And what I leave…

Cheap Flights from Las Vegas: A Review of Airports, Airlines, and Airline Prices

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History of Roial Jordanian Airlines

1. Early Jordanian carriers

When Jordan gained independence in 1946, he wanted to increase his identity by establishing his own airline, which on January 1 of that year became known as Arab Airvais. Inaugurating its service to Beirut, it expanded its wings to Baghdad and Cairo by August 1947, with the British Overseas Airvais Corporation (BOAC) becoming its principal investor.

Developing at Arab Airvais Jerusalem, Limited, it operated the Havilland Rapides twin-engine fleet from Jerusalem itself to Beirut and Cairo six years later, but eventually added Aden, Amman, Baghdad and Jeddah. However, it was not the only carrier in the region.

The Air Jordan Company, founded in 1950 by NJ Ismail Bilbeisi Fasha, began service from Amman with Airspeed Consuls, but a 1953 cash infusion by Trans Ocean Airlines, an unscheduled carrier operating charter and contract flights, allowed it to modernize its fleet. with 21 Douglas DC-3s passengers. They eventually linked Aman to Kabul via Kuwait and Kandahar.

Feeling what has now become its competitor, Arab Airvais Jerusalem has equally acquired this type of aircraft.

Passing for most of the same passenger base but facing competition from other airlines in the Middle East, they chose to merge and form Air Jordan from the Holy Land.

Originally working on two Convair CV-240s leased from Trans Ocean, in 1960 she bought a DC-4, with which she could serve longer routes, such as the one to Rome from her Aman Center. Despite promises to be offered this larger four-engine aircraft, the newly launched airline was forced to cease operations on September 1 the following year when its license was revoked.

It was only a month before the successors were established – in this case, Jordan Airvais, which was jointly owned by private interests (40 percent), the Jordanian government (25 percent) and the Middle East airline (also 25 percent), the last one provided three leased turboprop Vickers V.700 Viscounts and aircraft crews. His reign was equally short.

2. Flag bearer

Wanting to create the ultimate international airline, Jordan's King Hussein, himself a pilot, asked Ali Ghandour, then vice president of Lebanon International Airvais, to devise plans for a flag carrier, which, according to the king himself, should serves as "… a national carrier that will be our Goodwill Ambassador worldwide and a bridge through which we exchange culture, civilization, commerce, technology, friendship and a better understanding with the rest of the world."

Named after its eldest daughter, the nascent company is baptized Alia Roial Jordanian Airlines. Although its structure was only completed on December 8, 1963, the king issued another additional request – namely, to get into the air within a week.

Achieving what could only be considered an impossible goal, Ghandour was able to transform the plans into planes, acquiring two 207-leased Handlei Page Heralds leased from the Royal Jordanian Air Force and one Douglas DC-7C, which opened an Aman service. in Beirut on 15 December. Cairo and Kuwait were added next week, with another DC-7 allowing it to serve Jeddah.

The reciprocating engines subsequently yielded to purebred engines, procuring the Sud-Aviation SE.210-10R caravel, the first of which was delivered on July 29, 1965, and the type facilitated rapid, over-the-time service to Europe, mainly Rome and Paris.

Yet, ever battling adversity and obstacles, he again faced the enemy. Taking control of Jerusalem two years later, in June, Israel immediately pulled the plug on the country's two most important resources – tourism and agriculture, significantly reducing the demand for new airline services, resulting in low aircraft load factors.

During this latest crisis, the Jordans discovered a third resource – namely, themselves – and only resolutely and devotedly, Alia remained restrained. The subsequent acquisition of the state gave him much needed financial support.

Successfully navigating the last turbulence, he marked his entry into the 1970s by acquiring his first long-range jet aircraft, receiving the first of two Boeing 707-320Cs on January 19 of the following year, which facilitated route expansion, specifically to Karachi in the east and Madrid. , Casablanca and Copenhagen in the west.

The joint, albeit brief, service was also run from Karachi to East Africa with Pakistan International Airlines (PIA).

The 707 was just the first of several Boeing types acquired. For example, two 720B models, obtained in 1972 for the mid-range and lower-density sectors, while three 727-200 Advanced tri-jets were purchased for short- to medium-range operations. Equipped with a more flexible and economical fleet, it could expand within the region and into the European continent.

Going into a broad era, Alia received the first of two Boeing 747-200Bs on December 15, 1976, which allowed the transatlantic service to be launched from Amman to New York and Houston via Vienna or Amsterdam in July of the following year, the first Arab carrier to do so. It became the first of two broadband types used.

Departing from its Boeing fleet, it ordered six Lockheed L-1011-500s. Entering service in October 1981 between Amman and London-Heathrow, the three-engine type allowed the carrier to use wide-ranging European destinations and several destinations in the Middle East, such as those in the Gulf States, for the first time.

Complementing his 747, he operated the Amman-Vienna / Amsterdam-New York lines on certain days as well as the newly opened line to Los Angeles with a stopover in Chicago. The JFK sector was also upgraded to non-stop status and some flights operated through Montreal.

By 1982, it operated seven 707-320Cs, one 720-030B, six 727-200 Advanceds, three 747-200Bs, two of which were in a combined configuration with major cargo loading capabilities and two L-1011-500s.

After pulling the narrow four-engine body, by 1985 its fleet had focused on the 747 for long-haul, high-density, high-density, TriStar 500 for mid- to long-range, medium-density segments, and 727 for short, mid-range, low-density sectors.

December 15, 1986 marked several milestones: the Jordanian flag ship celebrated its tenth anniversary of service in the Middle East and the United States and its silver anniversary, the fourth century, marking the occasion with a new corporate image and name, the latest changes from Ali to, simply, Roial Jordanian Airlines, to emphasize its identity.

"A new corporate name," said Ali Ghandour, its Board Chairman and CEO, "embodies our sense of heritage, as well as our sense of destiny, our achievements and aspirations, and throughout the process, the Royal Liaison we maintain from the outset is identified, distinguished and recognized.

"Last but not least," he concluded, "I want to emphasize that we did not seek change for our own sake, but to show ourselves and the world that we are progressive in our views, determined in our efforts to move forward and confident, and full of hope. in the light of the future. "

The Royal Jordanian Route System, as of January 1, 1987, consisted of 41 cities in 34 countries on four continents.

Of these, three were long-range North Atlantic routes, including the Amman-Vienna-New York, Amman-Amsterdam-New York and Amman-Vienna-Chicago-Los Angeles sectors, and two were the Far Eastern, including Amman-Bangkok and Aman-Kuala Lumpur -Singapore.

Two North African routes were established, from Aman to Tripoli and from Aman to Tunisia and Casablanca, while one destination served in the former Soviet Union, Moscow.

European destinations include Amsterdam, Athens, Belgrade, Brussels, Bucharest, Copenhagen, Frankfurt, Geneva, Istanbul, Larnaca, London, Madrid, Paris-Orly, Rome and Vienna.

Not surprisingly, heavy concentrations in the Middle East included Abu Dhabi, Amman, Baghdad, Bahrain, Cairo, Damascus, Dhahran, Doha, Dubai, Jeddah, Karachi, Kuwait, Muscat, Riyadh and Sana'a.

Her only domestic sector was the one between the center and Aqaba.

Two joint services were also operated – one for Beirut with the Middle Eastern Airline and East Berlin with Interflug.

During the five-year period from 1979 to 1983, the annual number of passengers carried included: 1979: 915 000; 1980: 1,100,000; 1981: 1,440,000; 1982: 1,667,273; and 1983: 1,457,334.

3. Branches

In addition to the airline itself, Roial Jordanian has also counted several subsidiaries in the country and country in its portfolio.

Of the first was Arab Air Cargo. The successful Jordanian World Airvais, which was itself established in 1974, was established in March 1982 as a joint Jordanian-Iraqi enterprise and opened cargo transportation on May 1 the following year with two 707-320Cs in cargo configuration.

A member of the Arab Aviation Organization (AACO) and the International Civil Aviation Organization (ICAO), it has flown to cities such as Amman, Amsterdam, Baghdad, Brussels, Dubai, Larnaca, London and Rome. In 1985, six hundred and twelve flights were made, during which 4,521 hours of revenue were passed and 21,166 tons of cargo were carried, netting $ 16.6 million.

The Arab Wings, its second subsidiary, provided fast on-demand charter aircraft service to remote and inaccessible parts of the Middle East and was the only operation of its kind in the region at the time. Jointly funded by the Government of Oman (one-third) and the Royal Jordanian (two-thirds), it opened the service in May 1975 and operated two passenger Gates Learjet 35s and one eight-passenger Rockvell Sabreliner 75A from Amman and Muscat Base.

Over the three-year period 1981-1983, it carried 1,636, 2,116 and 1,390 passengers.

A separate branch, the Arab Wings Flight Infirmary (AVFA), provided aeromedical service and first ascended to the skies in 1978.

Sierra Leone Airlines, its third subsidiary, was formed in 1982 to succeed the Sierra Leone Airvais, founded in 1958 and opened service that November from Freetown, Sierra Leone, London, with joint ownership of Roial Jordanian (20 %), private interests (20 percent) and the government of Sierra Leone (60 percent).

Subsequent expansion has resulted in the opening of international services from Freetown-Lungi to Abidjan (Ivory Coast), Accra (Ghana), Dakar (Senegal), Lagos (Nigeria), Las Palmas (Canary Islands), London, Monrovia (Liberia) and Paris, whilst are domestic flights, based in Freetown-Hastings, connecting the airport with Bonthe, Kenem and Iangem, all with one 707-320, one 720 and two Britten-Norman Trislanders. Later CASA C-212-200 Aviocars were replaced.

In addition to these affiliates, Roial Jordanian also had several ground floor. Among them was the Kueen Alia International Airport (KAIA), which opened on May 25, 1983 and contained two interconnected terminals with 12 gates and could carry up to five million passengers annually.

The catering service, which was able to prepare 20,000 daily meals for catering purposes during the summer, terminal terminals, snack bars and cafeterias with staff, operated the 315-room four-story Alia Gatevai Hotel, which opened in 1985 and was used by transit travelers and aircraft crews. He also oversaw duty-free shops.

The Roial Jordanian Training Center is divided into the Technical Training Institute and the Trade and Management Center.

The IATA consisted of civilian and military branches, the Royal Jordanian Aviation Academy, another subsidiary, the IATA named the Middle East Regional Technical Center in 1985.

Several other issues included the Kueen Noor Civil Aviation Institute; Arab Air Services, which was an engineering consultancy that assisted in the design and construction of the airport itself between 1979 and 1983; Royal Jordanian Folklore Group; Alia Art Gallery; and Roial Tours.

4. RJ Today

The modernization of the fleet marked the last decade of the history of the Royal Jordanian 20th Century and heralded the transition of fidelity from long-standing Boeing and Lockheed products to Airbus Industrie aircraft, the first of which was the A-310-300.

Powered by two high-pass turbo fans and operated by a crew of two for two, it replaced 727s on routes where demand exceeded its capacity or proved too thin for the L-1011s, and yet offered the comfort of a wide-bodied two-seater. Because of its range capability, it even managed the transatlantic Jordanian-US sectors, especially during periods of reduced demand.

These, however, flew primarily to other Airbus fleets, the four-engine A-340-200, which eventually replaced both the 747s and the TriStars.

Replacements of the Bonafide 727, in the regional, middle eastern, north African and European segment, were formed as a two-cycle, narrow body of the A-319, A-320 and A-321 families, while short and regional routes were another type. the double class configured the Embraer E-175 and E-195, which received 72 and 100 passengers respectively. Both fit well into the 45-minute leap between the capital and the red sea of ​​Aqaba.

Accepted as a member of the Onevorld Alliance in 2007, Roial Jordanian continued to upgrade its long-range fleet, acquiring 233,000 kg A-330-200s configured for 24 Crovn and 259 economy seats between 2010 and 2011 and 227,930 kg 787-8 Dreamliners, or accommodation between 24 and 247 passengers between August and November 2014. The A-310s were occasionally converted to freighter ships with the main cargo door open and the A-340, due to economical four-engine fuel economy, was completely removed from use.

Set on the threshold of its golden jubilee on December 15, 2012, Roial Jordanian unveiled the fiftieth anniversary of a flight on one of its spacecraft, re-establishing the first scheduled flight time for Beirut.

After fighting obstacles and regional conflicts, he served as a vital contributor to the country’s culture and economy. With little natural resources, and its agriculture and tourism once locked in the occupied West Bank, it served as an air bridge to the rest of the world, becoming one of the primary sources of land for that matter as well. The reason why connecting travelers is crucial to their existence. As a result, it has largely served as a foundation upon which the country itself depended.

Commenting on the carrier's history during the Golden Jubilee ceremony held at the Kueen Alia International Airport in December 2012, Chairman of the Board Nasser Lozi said, "When His Majesty King Hussein launched Ali as RJ to be named 15 On December 19, 1963, he wanted to be the national carrier of the Hashemite Kingdom of Jordan with the aim of contributing to the advancement of Jordan and promoting interaction with other cultures and establishing relationships with other nations … (Today) we are proud to be a national carrier of ji connects Jordan and the Levant to the world. "

Referring to its growth, which increased the number of annual travelers from 87,000 in 1964 to more than 3.3 million in 2012, President and CEO Amer Hadidi said, “Roial Jordanian has been a pioneer in establishing a solid foundation for the industry local and regional. "

Operating three E-175s, five E-195s, four A-319-100s, six A-320-200s, two A-321-200s, three A-330-200s and five 787-8s by the end of 2014, Royal Jordan has served 54 destinations on four continents and seemed well-profiled to continue the mission established by its founder.

Best Destinations to Fly to Australia from Sydney with Virgin Airlines

Virgin Airlines is the second largest airline in Australia. With around 58 destinations, 30 of which are domestic, the airline has become a popular choice for most Australians. If you are flying from Sydney, there are many reasons why you should consider Virgin Airlines. The company owes its popularity to wonderful services, affordable rates and luggage fees. The seats and food on their planes have also been mentioned in many passengers & # 39; praise. If you are planning to travel to the following destinations, consider traveling with Virgin Airlines.


Who wouldn’t want to visit Perth, with its charming beaches, variety, shopping, amazing nightlife and sea adventures? It is the sunniest city in the country and has a lot to offer anyone who wants to have fond memories. The flight from Sydney to Perth takes about five hours. They will fly like seconds when you settle in the comfortable seats of Virgin Airlines; planes enjoying drinks. One way flights start at $ 184. Virgin Airlines uses the T3 terminal at Sydney Airport, while the T1 terminal at Perth Airport is reserved exclusively for them. If you want to travel to the CBD, you can use the airport shuttle at $ 15 per head.


There has always been heated debate over whether Sydney or Melbourne is the best city in the country. What if you didn't have to choose one? What if you could experience the different adventures that both offer? Virgin Airlines lets you travel from Sydney to Melbourne at a cost of $ 111 for one way tickets. Book your flight and have the opportunity to experience what is considered the most acceptable world. If for no other reason, the outline of the planet in Melbourne is well worth the trip.

Biron Bai

If you were to ask most people, they wouldn't want to travel to Byron Bay; they would love to live there. From a variety of nightclubs, music festivals to pristine beaches, Biron Bai is the perfect destination. If you've ever dreamed of surfing and watching dolphins, then this is the place to make your dream come true. With tickets from Sydney at Barina Biron Bay, for sale at just $ 85, Virgin Airlines will give you the feeling that you literally live there. The only problem is that tickets are often sold out during the holidays. Virgin Airlines flies over 50 flights between Sydney and Barin Biron Bai in a week.

Sydney is undoubtedly the best destination in Australia. Better yet, someone can visit other beautiful destinations from the heart of Australian tourism. Virgin Airlines makes it easy for you to travel locally so you can see most of the country's attractions.

Cheap Flights from El Paso: A Guide to ELP Airport, Airlines and Cheap Destinations

Whether you are traveling from El Paso or traveling through it, you can use the Internet to help you find discount airfares. The ELP serves as the gateway to western Texas and northern and southern New Mexico. You can fly to other parts of the country; there are six airlines flying in and out several times a day. It's not usually difficult to find cheap flights from El Paso to all regions of the US.

If you want to fly to Vegas, Orlando or San Diego, Allegiant Airlines has some great deals. American Airlines offers non-stop flights to major cities such as Dallas, Los Angeles and Chicago and connections to international destinations. Other airlines serving ELP include Southvest, Frontier, Delta and United. Southvest Airlines is a leading company flying from ELP, offering more than 1,200 flights per month.

If you need to get to Dallas or certain NM cities from other parts of the country, decide if it is cheaper to fly direct or fly to El Paso first and then further to Dallas. Since airline tickets can be changed on a daily basis, you may want to be as flexible as possible with dates and times. One day you may discover that there are no cheap flights from El Paso to your destination, and there could be several of them the next day.

Best days for cheap flights from El Paso

Many travel experts recommend flights on certain days of the week to get the cheapest rates. For example, leaving in the middle of the week and returning on a Sunday or Tuesday will usually give you good convenience for the tour. However, this is not always the case, especially around the holidays, so you will still want to use your time and go beyond your options and compare prices.

ELP is a nice airport so you can enjoy yourself while waiting for boarding to begin. There are two art galleries with artifacts and paintings, as well as a shopping mall on the Main Floor that can be accessed by a pre-security checkpoint. High-speed Internet access is available throughout the terminal.

Rates are set by individual airlines, not the airport. Sometimes you will find additional discounts and promotional codes from third-party travel venues. Don't look for cheap flights from El Paso – see combined hotel packages + airline tickets. It is possible to save on your trip overall if you book all at once.

You can find all these packages and offers online. The flight search and comparison tools are very easy to use. You will find cheap flights from El Paso to almost any destination at any time.

Delta Airlines introduces cheap international airfare

Delta Airlines is an American airline operator that was founded back in 1924. He stated that he was operating from various cities in 1929, during the air boom that existed in the United States at the time. Hartsfield Jackson Atlanta International Airport is the main hub from which Delta Airlines operates today. North West Airlines merged with Delta Airlines late in 2008, currently the largest commercial airline in the world.

Like all other commercial airlines, they have also introduced cheap international airline tickets to stay on the market. It offers a range of cheap international flights to fly to different places, at different times of the year. It is the only airline in the United States that offers flights to all six populated continents in the world. With great infrastructure and more than 1000 aircraft in their custody, it flies to as many as 3675 destinations worldwide. All these feathers that have already been added, with the introduction of cheap international airline tickets, are guaranteed to be one of the best airlines in the world.

Airlines fly more than 1500 flights daily from various destinations around the world, employing around 70,000 employees in various fields. Delta Airlines employees provide additional benefits such as dental checkups, vision and mental screening, as well as free tickets worldwide, after working for at least 30 days. Aeroflot, AirEuropa, Aitalia, AeroMekico, Air France are all business partners of Geers flying Delta Airlines and no. 39; flights can check the status of the current flight on their website. Or they can inquire about their flight status by contacting Delta Airlines help line. re-recording of flight operations on time, except in unavoidable circumstances such as heavy air traffic or poor weather conditions that cause flight delays.

Another unique facility that allows passengers to travel with their pets in the cabin, subject to certain conditions and conditions. The pet that the passenger is carrying should be kept in a kennel that fits under the seat of the aircraft. Rules and regulations regarding the size of the kennel can be verified with the authorities of Delta Airlines.

Flights from JFK to LAS: Review of airlines, routes and ticket prices

Vegas is one of the most popular vacation cities in the world. Every year, millions of people go to town and stay at one of the many notorious casino resorts. Those flying from the East Coast will often choose the NIC as their city. This is because flights from JFK to LAS are quite affordable. You can use the online search tools to compare airfare prices.

Access is pretty easy. You simply enter your destination, select dates, and get a list of prices for all different airlines. There is usually an option to search for hotels in addition to airline tickets if you want to tie the prices together. If you are flexible on dates, you have a better chance of getting a good deal.

The average duration of this flight is 5 hours and 25 minutes. The distance is 2,243 miles and more the airline offers direct flight. September is usually the cheapest month to fly to Las Vegas, and May and June are usually the most expensive months to fly. It is recommended that you book flights from JFK to LAS at least two weeks in advance to ensure prices below average.

As this is a popular flight route between the two capitals, many airlines offer more travel each day. Delta and Jetblue offer the most flights per day, followed by Virgin Atlantic. Other airlines you might want to check with include Delta, Alaska Airlines, Sun Countri and American Airlines. Some flights have at least one stopover in cities like Phenicia, Minneapolis-St. Paul and Charlotte.

Lowering the cost of flights from JFK to LAS

Air travel doesn't have to be expensive. Just use travel price comparison websites to help you find a good deal. If you are unfamiliar with these airports, check the map online in advance. Where are the terminals located? Where is JFK's parking area and land transportation area at McCarran International?

Speaking of which, you can book a rental car in Vegas in addition to booking a flight. All car rental companies such as Alamo, Enterprise, Pailess, Avis, Budget and Hertz operate the McCarran Rent-a-Car Center, which is about three kilometers away and can be accessed via a dedicated shuttle. There are plenty of other land transport options if you don't want to ride. Bring a shuttle, taxi, bus or even limo to your resort.

When looking for flights from JFK to LAS, try to head out on weekdays to avoid surcharges for the weekend. Avoid flying during major holidays as the price will go up. See hotel prices and check if there are any airline tickets + hotel discounts available for your trip.

Online discounts are all you need to save on a plane ticket and a hotel in Las Vegas. The search tools are very easy to use and intuitive. Before you book a flight, also make sure there are some coupons for flights from JFK to LAS.

Cheap Flights to San Jose – find out more about SJC Airport, airlines and savings options

Have you searched the internet for cheap flights to San Jose, CA? It is a popular city that has a large international airport (SJC). San Jose is a hot spot for business travelers and leisure travelers because of its rich cultural history and convenient location in Silicon Valley.

Several airlines around the world fly to / from SJC, including Alaska Airlines, Air China, Fiji Airvais, Aeromekico, Al Nippon, American Airlines, United, Delta, JetBlue, Southvest and many more. With all these domestic and international airlines flying and departing every day, it is not difficult to get cheap airline tickets. The most popular flights to San Jose are Alaska Airlines, American Airlines and Aeromekico.

You can usually find some of the cheapest flights from nearby cities such as Los Angeles, Las Vegas and Long Beach. However, cheap flights to San Jose can still be found in other cities around the country – namely, Chicago and Denver. Don't just look for deals offered by major airlines, as Spirit, JetBlue and Frontier offer airline tickets at very low prices. While it's almost always better to book early, if you're almost out of time and need to be in the Silicon Valley area soon, Southwest is a good choice of airline for last minute direct flights to San Jose.

No matter when you need to go and what city you plan to go to, it is best to use a travel website that will allow you to search through a large number of airlines and offers to find cheap flights to San Jose.

Add hotel for cheap flights to San Jose

Need a hotel? Some of these travel sites offer you the option of booking a hotel in addition to your flight. When both costs are combined, huge discounts are usually included. Whether you plan to stay only a few days or a whole week, it will probably be cheaper to combine airline tickets with an overnight stay rather than paying for the two separately.

When should you go? The best time to travel to Northern California is from June to September, when temperatures are warm during the day, but not shiny at night and colder at night. It is also the time of year when the Jazz Festival is held, which is filled with fun and delicious cuisines.

There are no Silicon Valley attractions, from Alum Rock Park to Repertori Theater. You will be able to enjoy more activity than the money you save on cheap flights to San Jose.

Did you know that when you go online you can search over 400 airlines and 320,000+ hotels to find the best travel deals? Using search tools is the easiest way to find cheap flights to San Jose, as well as hotel room, car rental, lunch discounts and more.

Sun Countri Airlines and American Airlines: The smartest way to fly is with them!

Sun Countri Airlines is a low-cost American airline based in the Minneapolis-Saint Paul suburb of Eagan, Minnesota. It is based at the nearby Minneapolis-Saint Paul International Airport. The main focus of the airline is to fly people to warmer destinations during the winter months, such as Florida and Mexico.

Consequently, the summer focuses on flying people between Minneapolis, East and West Coast. It operates scheduled and charter flights to destinations in the United States, Mexico and the Caribbean. Sun Countri Deals Offers ensure your vacation starts the moment you decide to get Sun Countri Airlines tickets, as they offer a completely free travel experience. Believe us when we say this, it is almost inevitable that you will decide to fly with them all the time, because no other leading airline offers such competitive prices and certainly no one can match the bar that set them.

We can’t think of anyone who wouldn’t appreciate cheap airfare. Sun Countri airlines offer the same, but with the added benefits of a luxury flying experience. Basic prices are created solely with the budget constraints on travelers in mind. What is more convincing is that Sun Countri airlines emphasize the fact that passenger comfort comes first and leaves no stone unturned.

American Airlines planes, otherwise simply known as "American", can be considered the most affordable flights in all of America. American Airlines airline tickets offer tracking services for your bags from your smartphone, laptop and tablet, saving you the hassle of waiting in long lines and wasting your time in luggage. They have also introduced new aircraft with better entertainment options, which will ensure that you are not bored during your flight.

One of the many things flying Americans & # 39; it will do for you to allow you to access their luggage changes, all new phishing email alerts, and the ability to turn miles into happy memories with your Advantage program. American Airlines, Inc. is a strength in numbers as it is the largest airline in terms of scheduled passengers, revenue, fleet size and second most visited destinations.

American Airline flights are also extremely eco-friendly because they have a sewage treatment plant that recycles water to wash planes, irrigate landscapes, and process water rinsing tanks. This has reduced waste by 50% since 2000. It is a win-win situation for anyone who wants to use the services of a major airline with the added benefit of knowing that the airline is returning to the environment. American Airlines reservations provided exceptional check-in, boarding and arrival. You can check flight status, security and information collection if and when you want. They are truly committed to providing a comfortable experience for all their customers. Their services are of the highest quality and necessary for a comfortable trip with the added benefit of fairly cheap airline tickets.