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The history of Austrian Airlines at JFK

1. 'Origins of Austrian Airlines

Austrian Airlines genesis can be traced back to March 20, 1918, at which time the Austrian Postal Administration was inaugurated daily scheduled courier service from Vienna to Kiev with stops in Krakow, Lvov and Proskurow, a route with an average stage length is 250 kilometers. When space has permitted, passengers were also transported. The highly successful, timely service Proskurow subsequently spread to Odessa and from Vienna to Budapest. But a flight ban, implemented at the end of World War World had led to its termination.

When the ban was finally lifted, Austria subsequently re-entered the market civil aviation with the founding of the Oesterreichische Luftverkehrs AG (OELAG) May 12, 1923 with a first Crown million investment financed by Junkers, a manufacturer German aircraft (49 percent), and several shareholders of Austria (51 percent). Starting scheduled service from Munich to Vienna some two days later, had Junkers F.13 used, a single-engined low-wing monoplane which had offered a closed cockpit and cabin and was based on a tail wheel. Finally operated OELAG several versions of this tough, but (then) modern design and the increasing demand was necessary before the larger aircraft, the first of which had been one of greater capacity, tri-motor Junkers G.24 delivered in 1927 and the second of which was the latest G.31, delivered the following year. Perhaps the final design has been the Ju.52/3m Junkers, a tri-motor, 18-passenger aircraft with a gross weight of 24,000 pounds and a cruising speed exceeding 150 kilometers per hour, which had joined the fleet in 1936. Companies Eastern and Western Europe's largest flag was also operated the type at this time.

The following year, system had been irradiated OELAG routes to Athens, Belgrade, Berlin, London, Paris, Prague, Rome and Zurich, as well as the addition of several domestic destinations Austria, with much of the daily service. Over time the company became the largest in Europe after the fourth Lufthansa, KLM and Air France with 975 840 seat-kilometers per week. Coinciding with the growth OELAG was the culmination of the five airports in Austria - namely, Graz, Innsbruck, Klagenfurt, Salzburg and Vienna.

When Austria was absorbed by the Third Reich in 1938, have joined OELAG Deutsche Luft Hansa (DLH). However, had flown 120,000 passengers 7.5 million kilometers without mortality during his reign.

2. Early Growth

When World War II had ended, Austria, now independent, had signed the Treaty of Peace with the four occupying powers in 1955, and again tried to enter the field of civil aviation through the formation of a flag carrier. Two national airlines, were proposed in reality: Air Austria, formed by the Austrian People's Party and capital KLM and then by Fred Olsen, a letter from Norway company, and Austrian Airways, formed by the Socialist Party of Austria and financially supported by the SAS. Neither ever flew and the two were combined finally the September 30, 1957 to form an integrated company with an initial investment AUS 60 million was approved, as the phoenix, its name before the war Oesterreichische Luftverkehrs AG, but whose English equivalent to the 'Austrian Airlines' had been used. The airline had been well born.

The property was covered Austrian private investors, at 42 percent, public enterprises, 28 percent; SAS, 15 percent and Fred Olsen, 15 per cent. Austrian inaugurated scheduled service on March 31, 1958, after a suspension of 20 years with four Vickers Viscount V.779 leased, medium-capacity, turboprop four engines designed in Britain and initially deployed on the route Vienna-Zurich-London. Austria had finally returned to heaven.

Growth proceeded rapidly and in 1960 took delivery of the first of the four higher capacity, extended Vickers Viscount V.837, inaugurated service on May 23 and the following year received the Vickers Viscount V.845 slightly smaller capacity routes. Both British turboprops provided a reliable, economical, the V.837 not retire until 1971. The Douglas DC-3, the best selling airliner of all time, had also been gained in this time and had allowed Austria to launch domestic services on May 1, 1963, a route that would later be served by the Austrian air services. This aircraft was replaced by the more advanced higher capacity turboprop Hawker Siddeley Power HS.748-2 in 1966, another British design.

Austrian Airlines entered the jet age on 20 February 1963, when it opened the first of five Sud-Aviation Caravelle VIR-double SE.210 aircraft in service and laid the groundwork for its future strategy to operate short and medium range, low to medium capacity, twin jets tailed t-in a predominantly European (and later in North Africa and Middle East) route structure. Designed in France The Caravelle was quiet, he crossed over time, and reduced flight times between Europe's capitals, and, indeed, was the first design to allow economic, short-range service, pure reaction.  

3. Transatlantic Experiment

Counter to most European flag carriers, having operated transatlantic service to the U.S. and Canada looks four-engine DC-4 from the Second World War, Austrian Airlines has maintained its medium-haul route network until April 1, 1969. He had been at this time that had spread its wings across the Atlantic with a large capacity Intercontinental Boeing 707-320, OE-LBA registered and chartered by Sabena Belgian World Airways, which had been deployed on the route Vienna-New York with an intermediate stop in Brussels. This so-called "transatlantic experiment, despite Austria delay in its release, ultimately resulting in a somewhat premature and financially unsound for two main reasons:

1. The domestic market had still been very small.

2. Vienna-Schwechat was sufficiently developed as a hub, offering connecting flights to a few that this service could transfer passenger liners.

Resultantly, after a two-year trial, 707 had been returned to Sabena on March 31, 1971, leaving Austria once again to concentrate on its main route system mainland, including nine in the short and medium-range, low-capacity McDonnell-Douglas DC-9-30 had been ordered.

Similar in overall design for the Caravelle, but manufactured in the United States, passenger plane t-Cola offered a slightly higher passenger capacity, increased load capacity, higher gross weight, engines powerful, and the economy improves, and with it Austria entered a new era spanning nearly two decades. He was described at the end of this design as "the beginning of something big, classic yet modern. "The first DC-9-30 had been delivered on June 19, 1971, and the kind that soon proved to be the mainstay of its fleet.

In 1974, Austria leased a McDonnell-Douglas DC-8-63f, registered OE-IBO, Overseas National Airways (ONA) for cargo services to Hong Kong, but these were suspended later. In addition to the 707-320, the DC-8-63f was his only other large-capacity long-range four-engine jet.

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

That these twin-engine aircraft and the interruption of their transatlantic services were appropriate strategies for the national airline Austria had been reflected by its positive growth. On June 26, 1974, for example, a new maintenance base have been opened in Schwechat International Airport Vienna. Its value has also continued waves: in 1967 its share capital had increased by 140 million AUS AUS 290 million. In 1969, had risen to 390 million. And in 1962 had reached the one billion mark. In each of the three years, from 1972-1974, had issued a profit. Its route network was expanded by the same: in 1976, Austria had spread its wings to Cairo in the Middle East and in Stockholm and Helsinki in Scandinavia.

The demand, exceeding the capacity of a sudden, it became necessary an initial order of eight McDonnell-Douglas DC-9-80 to replace its aging DC-9-50. Also referred to as DC-9 Super 80, this plane was a modernized version previous variant -50 series for the deployment of medium range and provided a further stretched fuselage for increased capacity and refanned follow, more thrust and more efficient Pratt & Whitney JT8D-209 engines. Austria, which shares the distinction of being the launch customer for the design with Swissair, opened the first elongated DC-9-81 service 26 October 1980 on the Vienna-Zurich route to aircraft OE-LDR "Wien." The twin engine was later redesignated the MD-81 and quickly became the workhorse short-and medium-range fleet.

The new additions to its route system in continuous expansion includes Larnaca in 1979, Jeddah, also in 1979, and Tripoli in 1981.

Another 1980 milestone was the basis of the Austrian Air Services (AAS), which would become a wholly owned subsidiary, to operate Austria domestic routes with two of 19 seats, double Swearingen Fairchild Metro turboprop regional aircraft II. The first of these services had been operated on 1 April.

Austrian Plied smooth skies. In fact, in 1980 the balance had indicated an AUS 71.5 million net profit, its tenth consecutive.

The MD-81, demonstrating intemittently to be as best suited to its route system as bioreactor SE.210-VIR, the DC-9-30, and the DC-9-50 had been derived was followed by shorter airframe, MD-87, which ordered Austria December 19, 1984 by sector path of least capacity, and the Austrian Air Services fleet was upgraded with the addition equally two 50-passenger turboprop Fokker F.50 double that was ordered on 25 September the following year.

4. Back Transatlantic

Operating a fleet of modern, fuel-efficient by an expanding route system and lead to almost 1.5 million passengers in 1986, Austria once again referred intercontinental services, now both in New York in the west and Tokyo in the east, and this purpose had become its previous order for two medium-range Airbus Industrie A-310-200 to the long-range A-310-300 version 25 June 1986. Austria had signed the original memorandum of understanding for the A-310-200 and on April 18 1979 deadline could be a decade before the service really take off. Three factors could be cited why the time may have been conducive to a revival this service:

1. In the intervening 15 years since the last intercontinental service had been completed, the domestic market had grown considerably, a fact demonstrated by the increases that prevails in the U.S. and nonstop service to Vienna, provided by Pan Am, Royal Jordanian, Tarom and New York, and the Chicago American.

2. Its route structure in general, also offers excellent connections with western Europe, North Africa, Middle East and destinations.

3. The A-310 has allowed for so long, thin routes, and Lyon-New York with Air France, Lufthansa Newark-Frankfurt, Istanbul, New York, with TU, and New York-Stockholm with Pan Am is accomplished.

The decision to restore intercontinental scheduled for spring 1989, had been officially made two years earlier, 25 June 1987 and would be operated by two Pratt and Whitney Power-A-310-300, which serve the Vienna and New York and the Vienna-Moscow-Tokyo, the latter in collaboration with Aeroflot and All-Nippon Airways ANA. These services are planned dependent on connecting passengers profitability. En route from New York, for example, a 66-by percent, load-balancing factor had been necessary during the first year of operation, composed primarily of U.S. and originating, Austria-originating, and passengers. Both routes have been based on the lucrative, high-performance, frequent business traveler who had been unable to take advantage of the lowest restricted fares. Austrian Airlines will offer a first class cabin in its A-310-300 for the first time in its history.

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

Austria had returned to the U.S. transatlantic market on Easter Sunday, March 26, 1989, when two puffs Smoke drew the touchdown from the red-white-red livery double-wide-body jet, configured for 12 first class, 37 business class and 123 passengers in class tourist-JFK amid warm spring weather. After a brief spin, the aircraft, operating as flight OS 502 and piloted by Captain and First Officer Braeuer Kutzenberger, strip and had maneuvered out of the gate in 1900 with 121 passengers, which will be attended by nine cabin crew, and took off in the purple twilight a takeoff weight of 153 603 kilos, 40 300 of whom had been the fuel for the Atlantic crossing. The flight had been 18 years in the making.

The airport, reservations, sales and marketing staff had gathered later in the Icelandair Saga room used for business class passengers for a drink of celebration and a group photograph.

The Tokyo route had been opened in the summer and 310-A, to become Austrian widebody intercontinental had served for more than a decade, operating at multiple U.S., Africa and the Far East with the destinies of four aircraft on final seat configuration registered in two classes 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 in the United States, Western Europe, Eastern Europe, North Africa, Middle East and Japan, with a length of total distance of 100 358 km unduplicated. These services were operated by 26 aircraft made by Fokker F.50, the McDonnell-Douglas MD-81/82/83/87, and the Airbus A-310-300 whose average age was then four years and had been described as follows:

1. Airbus A-310-300: A long-term capacity medium wide-body twin-aisle, twin-engine jet aircraft - Austrian Airlines intercontinental aircraft. Austrian Airlines had called a "European intercontinental."

2. McDonnell-Douglas MD-81: A medium-term, medium-capacity, narrow, single-aisle, twin-engine jet - Austrian European Airlines, North Africa and the Middle East workhorse. Austrian Airlines has been described as a universal medium-haul aircraft and the mainstay of its fleet. "

3. McDonnell-Douglas MD-82: The company had ordered the variant function for scheduled and charter services. "

4. McDonnell-Douglas MD-87: The short fuselage of lower capacity version had been "tailored to their needs for capacity and range."

5. Fokker F.50: A regional short-range, low capacity narrow, single-aisle, twin-engine turboprop aircraft operated by Austrian Airlines Austrian subsidiary domestic air services on international routes and select long and thin. Austrian Airlines had considered "a specialist in the city of propjet-hopping."

In addition to Austria Air Services Austrian Airlines owned 80 percent of the Austrian Air Transport (AAT), which operated throughout the world including charter and tour (IT) with the two flights of Austrian Airlines, Austria Aircraft Air Services, having carried 506,000 passengers in 1988. She also has a marketing agreement with near Tyrolean Airways Innsbruck operated services, with 37 passengers De Havilland Canada DHC-8 of 50-100 and passenger DHC-7-100s.

5. JFK Station Evolution

The initial training held in Austria, the headquarters of North American Airlines in Whitestone, New York, and taught by Peter "Luigi" Huebner, began on February 6, 1989, or about six weeks before the inaugural flight, and had included the passage "Management I" and "Goodbye check-in" courses.

Austrian Airlines JFK location first The east wing of the no longer existing International Arrivals Building, had shared with Icelandair, including five Austrians specific desks Saga and together to use Icelandair Lounge, the former equipped with computers, automated boarding pass printers, laser printers and scannable luggage label. The ground staff, all employees and trained by Austria and dressed in his uniform, had carried out the full range of functions: Passenger Service, ticket sales, Lost and found the burden of Control, Management, Supervision and Management.

However, the success of the operation was based on the team that have been maintained and Airbus Industrie's decision to scale down its full-size A-300 which had resulted in the A-310-300 and had made the transatlantic spare possible operation. His long-range, twin-engine wide-body design, concurrent technology, had offered the same range and convenience of double corridor to the passenger and the comparable quad-engine 747 or tri-engine DC 10-1011-L either, but at the same time a plane had been silent, low fuel consumption with a capacity small enough to permit profitable operations throughout the year. The largest is 747, DC-10, or 1011-L would, by the size market, are forced to operate at a loss for most of the year except during the summer travel season. Any of the other then the long-range aircraft, including Boeing 707 and McDonnell-Douglas DC-8, highlighted the previous generation, fuel, thirst, noise emissive, four-engine technology design of the early 1960s that, because of the new requirements forced Stage 2 noise, have been excluded from the U.S. operation unless it is completely silent, or motor-equipped with new equipment. Was this due to the large A-310 Austrian Airlines and other smaller European airlines as if he had been able to operate with long thin Vienna and New York section of the route.

The initial timetable for 1989 had offered six times a week during the summer and five in winter, when the two A-310-300 had worked both transatlantically to New York and the Far East, via Moscow to Tokyo. Alternatively, it flew broader sectors Tel Aviv, Istanbul and Tehran. During the first six months of operations of JFK, a plane did not suffer excessive delay due to the scheduling of aircraft and on-time performance has been exemplary.

In-flight service had played a large part of an airline expenses. As a result, many companies had begun to reduce this to reduce costs. Austrian Airlines, however, was unique in a world reduced to the top snacks and paper cups to provide menus forms, games, crockery, complimentary beverages, free headsets and in economy class cabin in New York and the route Vienna-New York, Vienna, a concept that had placed their product on top of the list of quality.

Due to the size of the A-310, however, cargo space under cover was limited, with the front usually have capacity for the devices in the baggage loading unit (ULD) and the stern hold the same load capacity, often is limited to two pallets and a single AKE unit.

There was always a certain "prestige" to fly to New York. Although the number 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, was still the largest entry point. New York had fallen so the most logical destination for a small company that had served only a single U.S. city. Because JFK had dealt with 1990 traffic with a (then) big enough, old-fashioned international arrivals 1950 facility construction, operation often suffered deterioration of services, particularly during peak arrival when it had become very tense, which implies delays during the shooting and subsequent immigration, the baggage retrieval and customs clearance. The conditions of air traffic congestion stretching from Boston to Washington through which the aircraft had to fly, then approach the dense pattern formed by JFK, La Guardia and Newark International Airports, The last difficulty in obtaining a landing slot operations also affected. Passengers often had underestimated the time needed to complete processing after arrival to leaving the aircraft. There was, however, was this environment that Austrian Airlines has chosen when he had chosen to participate in the experience "New York".

Although these negative aspects of the operation was sometimes placed in a poor light, was, in fact, has been the operations JFK, not Austria, which had been observed, as all airlines operating at JFK was the victim of these evils, and because of them, a project renovation and reconstruction, referred to as "JFK 2000" at this time had begun, and would eventually lead to the construction or renovation of almost all terminals, parking garages and a new light rail system from the airport.

Although New York, the load factors Vienna was initially low, they have risen steadily until the vast majority of flights were full. Large groups of tourists had been a part of each increasing the mix of passengers, along with the passenger provides the connection which had been able to take advantage of the expansion of the center of Vienna. He had been the last testament to a company when a passenger had chosen to fly with him and make a connection in its interim headquarters instead of flying non-stop with a company national.

In an attempt to "second" across the Atlantic, Austrian Airlines intercontinental A-310 to New York had proved ultimately its objective.

With the acquisition of its third A-310-300 OE-LAC registered, Austrian Airlines has striven to serve a second U.S. gateway in spring 1991 and have tried to establish a presence on the West Coast, specifically in Los Angeles, but the A-310-300 flight duration of 11 hours had prevented this reality. Chicago had been considered as an alternative, but nonstop own Boeing 767-200ER service to Vienna from Chicago-O'Hare, where he had established his headquarters second largest, had proved very competitive, Washington Dulles, was therefore chosen instead.

For the continental European network, increased gross weight McDonnell-Douglas MD-83 had been scheduled for 1991 delivery and many of the current MD-81s had been slated for conversion to this rule, rank, thereby enhancing and / or payload capacity. Two Fokker F.50s had also been in the order or the option of providing domestic service and greater international cooperation in the long and thin.

During the period of five years, from 1989-1994, Austrian Airlines had operated independently in JFK Airport, offering just four weekly departures in winter and up to seven during the summer.

6. Delta Air Lines of Code shared

Changing market conditions have made it necessary to modify the strategies in the JFK airport. Trying to align with a U.S. carrier home to obtain vital "feed" their transatlantic flights had been unable to achieve on its own, Austrian Airlines has signed an agreement marketing with Delta Air Lines in 1994, which would place the two letters "OS" code on flights operated by Delta, while Delta would be another two letters "DL" in the Austrian Code services. Two Delta flight attendants in their own uniforms, which initially had also served in the cabins of the Austrian A-310 to and from Vienna.

Although the concept was gradually reaped economic benefit, the plane had ultimately reached, high load factors, leading both Austria and Delta passengers about two dozen U.S. cities through New York to Vienna, has also often travel beyond.

To reduce the cost of ground handling and capturing synergies, benefits among operators, Austrian Airlines had Delta moved its operations to Terminal 1A (later redesignated terminal 2) on July 1, 1994, retaining only nine of the original members of staff 21. Delta Air Lines newly appointed land-handling company, had made the arrivals, lost and found, passenger check, an exit door, ramps, and functions of luggage, while Austria had continued to act in controlling the burden of banknotes, administration, monitoring, and capacity management.

Also in 1994, Austria has taken over the first of two long-range four-engined A-340-200 configured for 36 business class and 227 economy class passengers. The two planes, which 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 of Austria also moved their desks and the office's operational Delta Terminal 3, but has been used in the context of marketing.

1997 also marked the first time that the transatlantic route to New York had matured enough to support a second output on selected days during the summer time, with aircraft landing at the redeparting in 2045 and 2205. In general, apparatus through OE-LAC, A-310 with a small business capacity, but higher-capacity economy class section, the evening flight had fostered a better connection noon with the bank outlets in Vienna.

7. Atlantic Excellence

Once again yielding to the airline deregulation adjustment necessary, and trying to reach new cost-cutting synergies, Austrian Airlines has integrated its operations with Sabena and Swissair JFK March 1, 1998 under the Partnership Atlantic excellence, forming the first tri-carrier station. Although the employees of the three companies had followed to take their respective uniforms, who had passenger service operated offices and individual load control, using a set Austrian, Sabena, Swissair and check-in, and also handles all other flights. During summer high season, seven daily flights operated by four airlines had been offered.

The Atlantic Station Excellence had been made eight functions, including Control, arrivals, departures, VIP / Special Services, Ticketing, load control, ramp monitoring and troubleshooting. Swissair Because it had been contracted to provide services, Malév Hungarian Airlines' road load, the load control function itself, had forced the handling of six types of aircraft, including the 747, the A-340, the MD-11, A-330, 767, and A-310 and Atlantic integration was required Excellence training often between operators.

As had happened in particular, with Austrian Airlines, Delta has also two letters reciprocal agreements codeshare with Sabena and Swissair, but now took the marketing agreement before the alliance provided significantly total flight maturation Delta's New York-JFK hub. Delta continued to provide the ramp and functions of luggage space for all three airlines Atlantic Excellence.

In August of that year, Austria has taken over the first of four long-range, higher-capacity A-330-200 OE-LAM registered and configured for 30 passengers in business class and 235 tourist, and the guy had replaced ultimately the workhorse of a fleet-310-300. The four aircraft, later, with a capacity of business operation small class of 24 years when the concept of Grand Class had been introduced, included the following registrations:

1. OE-LAM

2. OE-LAN

3. OE-LAO

4. OE-LAP

During the summer timetable 1998, JFK had submitted their first double operation of aircraft type, with the first output form standard applied by the A-330 and the second by the A-310.  

8. Star Alliance

Although a final "Swissport solution in which all staff would land the Atlantic Excellence transferred to JFK ground handling company, had planned the event I had never played out. rumors sound through the station as a storm predictions gentle slope, had invaded the atmosphere in mid-1999. A new strategy seemed to loom on the horizon and their seeds planted long before they had blossomed, has been omni-faceted and all-encompassing.

1. In June 1999, Delta Air Lines and Air France had formed the foundation of a new global alliance, later known as SkyTeam, dissolving the 25-month Austrian / Delta / Sabena / Swissair whose Atlantic Excellence Alliance agreement, without renegotiation, would have expired in August 2000.

2. Despite the limitation of investments 10% agreed, Swissair had tried, but to buy additional shares Austrian Airlines, Austrian target objects independently owned and autonomous identity and forcing him to withdraw from the Swissair-led Qualiflyer Alliance of European carriers.

3. Swissair and Sabena had formed a combined management structure commercial, which again has proved contrary to the direction of an independent Austrian Airlines.

4. In early 2000, both Sabena and Swissair had concluded a agreement on code-share cooperation with American Airlines, a U.S. carrier, contrary to the alignment strategy of Austrian Airlines USA feed.

Austrian Airlines, a small but profitable international company of considerable quality, however, had needed the scope of a global alliance to remain financially viable and thus concluded a membership agreement with United and Lufthansa-led Star Alliance, which entered into force on March 26, 2000. However the alliance's largest and longest running, was formed after Air Canada, Air New Zealand, All Nippon, Ansett Australia, Austrian Airlines, British Midland, Lauda Air, Lufthansa, Mexicana, SAS, Thai Airways International, Tyrolean, United and Varig, and had brought together 23 percent of passenger traffic the world. At the same time, the decision had allowed continued separate identity and autonomy of operation, however, the potential expansion of the airline and its center of Vienna. Expressed as a sense, the decision may be stated as: "Here we grow again!"

The transition of Excellence Atlantic to the Star Alliance, which started as early as January 2000, had forced four comprehensive changes:

1. A completely new IT (information technology) of the system and frequent flyer program.

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

3. A new alliance of airlines codeshare flights and feed traffic had resulted in the closure of the Atlanta station and the subsequent opening of Chicago and the reopening of stations in the U.S. Washington.

4. Migration throughout the training company Oberlaa, Austria.

Members of Star Alliance, again involving a transfer to the Airport Terminal One JFK, had led to another change of carrier handling, Delta to Lufthansa, which had made and the services of baggage and passenger check-in functions while Austria had continued to act in the capacity of the arrivals, ticket sales, load control, ramp Oversight and Management. Under an agreement reciprocity, had also provided these services to Lufthansa passengers for their own outputs Frankfurt during the hours of operation. cargo aircraft and luggage room functions were provided by Hudson General, which was later renamed GlobeGround North America.

In another strategy cost reduction, Austrian Airlines had moved to a smaller, low-rent passenger service office on the ground floor of Terminal One in September 2002, at which time he had been the control of cargo and ramp function Supervision given to Lufthansa. Lufthansa flight left, the staff of Austria had further reduced to six full-time and two part-time jobs and hours of daily shift was reduced from nine to eight.

Austria's largest capacity plane, the A-340-300 - Class 30 capable business and 261 economy class passengers - also intermittently had provided services to JFK, particularly during the summer of 2002 when a schedule at the end leaving Saturday planned. Two planes were then in the fleet:

1. OE-LAK

2. OE-LAL

9. Swissport USA

The constant push to reduce costs has led to a new change of company support at JFK airport on January 1, 2003, when most of the land services were transferred to the U.S. Lufthansa Swissport.

In preparation for the Instead, the passenger service Swissport staff had attended the Check-In Guide course in Vienna in December 2002, while Swissport agent that had structured the Baggage Services Department, had attended the World Tracer Basic Course in October the following year.

Equipped in uniform Austria Airlines, Swissport staff had made the arrivals, Lost and Found, passenger check, the exit door, load control, monitoring and Ramp functions, while Austria has continued to provide ticket sales, administration, supervision, management and services. Control cargo, which had initially been made in the Terminal 4 with the DCS system Swissair had been transferred to Terminal One and the Lufthansa-WAB system after operations Swissport staff had completed a computerized load control course in Vienna in March.

10. North American Station Training Program

Since most of the agents Swissport had had little previous airline experience, were familiar with the product of Austrian Airlines and procedures and most had had only a basic entry level course Passenger Service, which has endeavored to create a local training program by development of the course descriptions, writing textbooks, preparation of questionnaires and examinations, the teaching of the courses themselves, and then the issuance of certificates of training to prepare them more adequately to perform its functions.

The program, tracing its routes passengers Austrian Airlines Management Course established in 1989 and the introduction of load control material written in 1998, had become the full North American Station Training Program, the content, updated in accordance with the aircraft, systems, procedures, and changing alliance, had forced the four integrated curriculum "Passenger Service Started", "Certificate of Supervision of ramp," "Licenses load control," and "management plane" and had covered 27 passenger services, ramp monitoring, control cargo, Air Cargo, airline station management and procedural and training manuals, two stories of the season, 28 curricula, and 63 courses offered to Austrian Airlines and Austrian Airlines companies handling Delta, Lufthansa, Passenger Handling Services / Maca, SAS, and Swissport Servair in North United States eight seasons in Atlanta, Cancun, Chicago, Montreal, New York, Punta Cana, Toronto and Washington.

The program, which had quickly become the equivalent of an airline "University" and has often been ranked as the reason why staff has worked continuously for the transfer Swissport to the account of Austria Airlines, had often proved a decisive role in their careers progress, promoting or facilitating its acceptance by other airlines.

11. Lauda Boeing and JFK

JFK, hitherto exclusively served by Austrian Airlines and its fleet of A-310, A 330, A-340 aircraft fuselage width of Airbus, had received its first regular operation Lauda Air 767 during the summer of 2004, while the frequency has increased four times for the following year. During 2007, it had completely replaced the Airbus service of 17 years.

License Founded in April 1979 by Niki Lauda, the racing car fame, Lauda Air had acquired 5,000,000 Alpa Vienna letter ATS and had initiated the letter and air taxi service in cooperation with Austrian Airlines With two turboprop Fokker F.27 Friendship, Fokker Services predecessors F.50s Austrian Air had operated its own later. Niki Lauda, born in Vienna, Austria, in 1949, had amassed his fortune as a racing driver in Formula I, having won two world championship titles and 25 grand prix racing. He was soon became evident, however, Austrian airlines that two can not coexist due to fierce competition, the downward pressure of performance and an inadequate basis of local market and had F.27s been leased from Egyptair last resort.

Six years later, in January 1985, two BAC-111-500, a British twin-jet not unlike Caravelle SE.210 in size, scope, and design, had been leased to Tarom Romanian Airlines, increasing its fleet capacity of 208 seats, and they had been deployed more forward on charter flights and tour including-(IT) services, initially to Greece, but later to other European destinations. The demand was so high that it had exceeded ultimately, the available capacity and increased 737-200, leased from Transavia Holland, had replaced one of the BAC-111, with both types later removed after the delivery of two of even greater capacity, new technology 737-300. These had been operated on a charter route network in constant growth.

In May 1986, Lauda Air had applied to the Austrian Ministry of Transportation for a license to operate international scheduled services. This was approved in November 1987 thus ending the long-standing monopoly of Austrian Airlines. A later acquired, 235 passengers, two-class Boeing 767-300ER had allowed a long distance intercontinental flights will be inaugurated, the first of which, on May 7, 1988, had been a scheduled week Vienna-Bangkok-Hong Kong services, recently joined by a sector of Vienna-Bangkok-Sydney. Filling the need for lower cost, long distance, travel and leisure-oriented, Lauda Air grew rapidly. In 1985, for example, had carried 95 768 passengers and had flown 2522 hours of flight with 67 employees, while in the first ten months of 1987, had carried 236 730 passengers and had completed 5364 hours of flight with 169 employees, an increase of 147-percent passenger. In 1990, its fleet had increased to five aircraft, comprising three and two passengers 146-737-300 235-767-300ER passenger, who had been deployed on charter flights to European destinations like Spain and Greece, the Middle East destinations like Israel, and for Africa and the Far East, and scheduled services to Vienna, Bangkok, Hong Kong and Sydney.

Earning your license for European service scheduled for August 23, 1990 for the first time, a right so far the only corresponding Austrian Airlines, which began service from Vienna to London Gatwick with five weekly flights 737-300.

Who wish to enter the Austrian market, Lufthansa-German Airlines announced a partnership in marketing with Lauda Air in July 1992, sealing the alliance in January the following year with an increase 26.5 percent of capital, shortly after the two companies had launched a 767-300ER service from four weekly to Los Angeles.

Well aware the competence of Austrian Airlines on routes between European countries the limited market of Vienna, Lauda had sought to launch its own service with small capacity 50-passenger twin-engine Canadair Regional jets, ordering six of the type in October 1993 had been deployed on routes to Barcelona, Madrid, Brussels, Geneva, Manchester and Stockholm, with the start of daylight saving time on March 27, 1994. Singapore, which had replaced Bangkok in November of that year, had become the new "bridge" between Vienna and Sydney / Melbourne, and was the weekly service of 767 doubled.

On March 26, 1995, Lauda Air had established a European second, Milan-Malpensa, in cooperation with Lufthansa, which now had a share of 39.7 per cent in the Austrian company in the making, basing three of the six originally CRJ-100s ordered there. These had been sent to Vienna, Manchester, Brussels, Paris, Barcelona and Dublin. The regional Candar Jets, along with a growing number 737, had provided the backbone of its European fleet.

It had been revealed before the pending European liberalization probably not would tolerate dozen aircraft carriers, unless they served a very small niche, niche market. Lauda Air had been unable to survive in the face competition from Austrian Airlines at once. Both had operated in the medium and long-range, twin-engine aircraft from bases in Vienna and had offered considerable quality of services passengers. A cooperation project with Austrian Airlines ultimately seemed inevitable. This had been partially accomplished in June 1996, at which time Austrian Airlines and Lauda Air had operated a single aircraft, flights double code of Nice, Milan and Rome with the first regional jet. On March 12, 1997, this is has expanded with the announcement of a strategic plan, tri-carrier Austrian / Lauda / Cooperation Lufthansa, Austrian Airlines now has a 36 percent in its former competitor with Lauda also retain 30 percent and Lufthansa 20 percent.

On September 24 of that year, Lauda Air received its second type widebody aircraft, the 777-200, which was inaugurated in service on the route Vienna-Singapore-Sydney-Melbourne on 01 October, replacing the venerable 767.

On September 21, 1999, now one of the three integral "Austrian Airlines Group" together with members of his own Austrian Airlines and Tyrolean Airways, Lauda Air has announced its intention to join Star Alliance, which became effective on March 26, 2000.

As lower-cost arm within the group Three airlines, Lauda Air had provided medium and long term scheduled and charter service oriented leisure routes with a four of kind, the fleet of 22 aircraft, maintaining its own brand identity. In 2004, however, the first steps towards integration with the Austrian Airlines brand has occurred with the ratification of a joint Austrian Lauda contract cabin crew, and in January 2005, aircraft OE-LAE had become the first of four 767-300 has been repainted in the livery of Austrian Airlines, with the new interior color scheme and a class of 24 business and 230 economy class configuration passengers. Lauda Air had turned itself completely on a single class, high density letter carrier at the Austrian Airlines Group, with a narrow body fleet of Boeing 737 and Airbus A-320.

The summer of 2004, Lauda flight 767, which had functioned as an addendum to the daily frequency of Austria during the period of 11 weeks from 26 June to 5 September 2055 had reached Saturday night and left about 25 hours later on Sunday at 22.00. In order to prepare the station for the additional service, local Boeing 767 and Boeing passenger Load Control Service 767 courses created and taught the Swissport staff. Because Lufthansa had not been licensed in 767 aircraft, its maintenance had contracted with Delta Air Lines, which had operated the three -200, -300, -400 and 767 series, and one day standing and extensive safety procedures had been performed before towing aircraft, back to Terminal One hardstand, in which time security seals had been applied to all access doors. The kitchen equipment had been unloaded input washed and prepared for the next night.

The late start had proved difficult to sell in the business cabin without considerable promotion trade and the price reduction because of the aircraft after 36 passengers Amadeus capacity of the class. Due to the size of your door aft lower deck, the burden of pallet load had been restricted to four positions in the forward compartment. The aircraft was operated in a combination of Lauda Air and Star Alliance livery.

During the summer of 2005 hours, the 767-300 had operated up to four additional weekly flights from June 14 to September 2 resulting in 11 weekly departures from the airport JFK that operate with a standard 330-A service in advance and the 767-300 operating the flight late.

In 2007, the guy had completely replaced the A-330 and A-340 fleet.  

12. Centralized Load Control

In late 2006, a concept known as load control "Centralized" (CLC) system was applied at JFK, and the station, as the nucleus of an atom, it had become the center everything.

Original Michael Steinbuegl, JFK Station Manager, the procedure, following the trends set by Swiss International in New York, Cape Town Lufthansa and SAS in Bangkok, had its origins in an earlier draft of research that had explored the reduction of costs through a Single centralized load control department in Vienna or more regional in nature, although the latter it was the language barrier and area time. Michael, a former manager of aircraft management, had accumulated considerable experience creating operational procedures and methods, at the center had been the weight and balance.

Trying to apply this knowledge and at the same time trying to correct the incompatibility of the system and the communication difficulties encountered with SAS-Bangkok agreement in Washington that addressed this first season, which, like JFK, and used the Lufthansa-WAB. In the process, which will determine the course transitions to come, making several local trips required to establish procedures compatible station and then writing a detailed booklet that affect them. The first centralized load sheet for the flight in Washington, OS 094, occurred on November 1, 2006.

Charlie Schreiner, head of Austrian Airlines Cargo Control then marked the occasion with these words: "With Austrian Airlines Flight OS 094 on 1 November, our first line station had been connected a regular process of centralized cargo aircraft ULD control. All activities towards the preparation of the operational flight load planning, coordination ULD, and WAB system documentation, including the road to the cabin load transmitted via ACARS, had been successfully controlled by our station JFK yesterday. I would like to thank our colleagues Mike and Robert Waldvogel Steinbuegl for professional preparation and excellently organized procedures for the CLC, and as the ladies of Austria, Eva Munz Lingeman Regulation in Washington and the handling agents at JFK and Washington (Swissport and SAS Scandinavian Airlines System) in their work participation during this transition. This good work has also led to the first flight departing three minutes ahead of his scheduled departure. I wish all the participants continue to have success in the process of CLC. "

The rest of the CLC program, however, involved a phased implementation. In May the following year, the service had been reopened in Chicago. Because this now could be considered a "new" station, logically followed his charge sheet would be integrated into the system CLC from the start and, despite the distinctions computer system has been successfully adapted the first flight on May 29 after procedural modifications.

With these cities by John F. Kennedy, has decided to integrate the last station of North America, Toronto, the first centralized charge sheet had been issued on 01 July.

Three drivers Austria Airlines, Swissport cargo engaged, two of whom had worked on a given day during peak season summer, had formed the burden of central control system computer.

Since the fourth season has been integrated, JFK had produced some loading papers 120 per month, and the system was a great success produced numerous benefits.

1. There was, above all, a considerable savings.

2. All flights had match the loading time under the plan and preparation of charge sheet.

3. The four North American flights had been operated by a charge controller just more a day that JFK had a single output.

4. All reports and instruction sheets cargo load was generated in the Lufthansa system-WAB.

5. And Vienna has had immediate access to all data related to load control and documentation.

13. 777

When Austrian Airlines had turned the page of its 2008-2009 winter schedule on March 29, JFK had submitted the first operation of Boeing 777-200ER, the company's largest team-building and the fifth base rate having served in New York after the A-310, A-330, A-340 and 767.

The plane, having originally been acquired by Lauda Air, had been set for 49 business and 258 economy class passengers, but two more examples Later, he had offered higher gross weight and passenger amended arrangements had been accommodated 260 passengers in economy class in ten deep, 3:00 to 4:03 years configurations.

During the period of six months between April and September 2009, the trip had taken 34 percent more passengers arriving and out, along with a significant increase in freight and mail ins, which in the comparable period last year, when the 767 had been deployed.

The four had 777 records were:

1. OE-LPA

2. OE-LPB

3. OE-LPC

4. OE-LPD

14. Lufthansa Acquisition

2009 was a pivotal year for Austrian Airlines. Due to the global economic downturn, escalating fuel prices, eroding yields, and strong competition in Western European low cost airlines, financial viability, so that continued existence as a company had been threatened, despite earlier attempts failed to stem their losses from the sale of its A-330 and A-340 fleet, the reduction of long-route system scope, and implementation of various restructuring plans. Their savior, in the form of an agreement with Lufthansa Airlines and Germany to assume its debt and purchase most of their actions, has allowed him to continue operating.

On 28 August the European Commission had formally approved the proposed acquisition by Lufthansa, Austrian Airlines Group Airlines-German, composed of 500 million euros of aid for restructuring the state holding company and the merger between the two companies, paving and the path towards the integration of Austrian Airlines Lufthansa group, the month of September. In order to achieve the necessary antitrust immunity, Lufthansa had agreed to give flight slots and reduce the number of services between Vienna and Brussels, Cologne, Frankfurt, Munich and Stuttgart. For Austrian Airlines, which became one of the many independent European companies center, he had said Lufthansa's financial survival, a better economic base, cost synergies, as fuel and the joint purchase of aircraft and has an abundance of international sales and the Lufthansa route network. Austrian Airlines own niche within this system had involves the establishment of Vienna as a center of excellence for feeding the dense traffic to your Central and Eastern European route system.

As a result This change of ownership, numerous fundamental changes in North America that had happened.

In Toronto and Washington, for example, had reached agreements in which Lufthansa took over ground handling operations at these stations.

In New York, more than half of the Whitestone, the seat North America employees were laid off and place for nearly a quarter of a century, its "strength", located on the fifth floor of Plaza octagon had been closed, with the remaining staff to relocate to Lufthansa East Meadow, Long Island, installation and integration with their staff.

In JFK, Austrian Cargo Airlines had moved to the facilities of Lufthansa on 1 November and 16 days after he had spent the Swissport ground handling for airlines torch Lufthansa German.

Michael Steinbuegl, Manager of the station for four years, was promoted to Key Account Manager, North America Sales innings, but four-book stalls had been rendered redundant when Lufthansa took over these functions, reducing the Austrian Airlines staff only three members, all of whom had received limited six-month contracts which had expired on May 15, 2010. They were later integrated into the operation of Lufthansa and timetable.

The last Austrian Airlines "The presence of red," whether it was created purely by Austrian Airlines and Swissport staff, had occurred on November 15, and the office of the first floor of Terminal One, so far, "home", both for the management of Austrian Airlines and Swissport, Passenger Service, Cargo centralized control, ticketing reservations, and Baggage Services / Lost and Found departments, has been waived for three desks the installation of Lufthansa, two of which had been Manager service stations located on the main floor and one of which had been the key account position Manager located at the lowest level in the office of station operations.

All things seem to get the full cycle. The event, which ended 21 years of autonomy the presence of Austrian Airlines, had marked the return of the company to its integration with the 1938 and 2000 Lufthansa assistance agreement on land at JFK.  

15. Strengths JFK Station

Over 21 years presence in the airport JFK International, Austrian Airlines had dealt with five types of aircraft - the Airbus A-310 Airbus A-330, Airbus A-340, Boeing 767 and Boeing 777 had taken four strategies - initial operation, independent code of Delta Air lines sharing agreement, the company tri-Atlantic Station Excellence and the integration of Star Alliance, had operated from four JFK terminals - Terminal One, Terminal Two, Three Terminal, and the International Arrivals Building, had been in charge of three companies - Delta Air Lines, Lufthansa German Airlines, and U.S. Swissport, and had used two computer systems.

Because talents and skills of many staff had been transmitted to produce creative and innovative achievements in the last chapter of his life, had notched up JFK of various strengths and successes, some of which have allowed to play an increasing role in nucleic North America. These achievements can be subdivided as follows way:

1. Textbooks and courses that were subsequently used to duplicate this success at the Austrian stations other American Airlines North.

2. Centralized control of load (CLC) of the Department, which involves the preparation of the load instruction / reporting and charge sheets for the four North American locations in Chicago, New York, Toronto and Washington, had been very successful and has participated when four types of aircraft: the Boeing 767, Airbus A-330, Airbus A-340 and Boeing 777.

3. Omar had often traveled to other stations in order to restructure their baggage services departments.

4. The sale of tickets, reservations counter, under the direction of Sidonie Shields, had systematically collected significant amounts of annual revenue in ticket sales, excess baggage, and other charges.

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

6. The special flights, such as those bearing the group Rabbi Twersky, the American Music Abroad group, the group IMTX, the Vienna Boys' Choir, Vienna Philharmonic Orchestra, and Life Ball, the latter with its high-profile celebrities, colorful characters, and the parties predeparture.

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

8. And finally, the daily reports, the family environment, jokes, laughter, shock, and the human connection had consistently pointed out the forces of life behind it.

Steinbuegl Michael, who took over as station manager John F. Kennedy in September 2005, had cultivated the environment and orchestrated steps that 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 the necessary "give" during his 21 years at JFK, the ebb and flow in the turbulence ever changing market conditions, seeking financial benefit synergistic force, niche market, the realignment of alliances and last change of ownership. Challenging Darwinian philosophy, as "survival of the fittest" prediction is often translated as "survival of the largest", Austrian Airlines had, despite the numerous redirects necessary, try Otherwise, perhaps resulting in a new wording of philosophy to read, "the survival of the small" - to which should be added that, "as a global player. "

To this end, the last strategy has enabled the company to survive. For the JFK station and its staff, however, did not.

Epilogue

Because I was hired by Austrian Airlines two months before its inaugural transatlantic flight John F. Kennedy on March 26, 1989 and held various positions there throughout its history of 21 years, I felt uniquely qualified to write his story. This is essentially my story. This is what I lived. And what I go ...

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.

The Proper Way to Cut a Pumpkin!

The law of reciprocity - Infectious Power of Good!

The law of reciprocity is one of the oldest forms of morality that exists in the world. It states simply Treat others how you would like to be treated. Those who ignore this maxim, because they think they do good deeds for others inhibit their own progress, and any successful entrepreneur can say, however, that the Law of Reciprocity is crucial for success.

You see, the power of good is contagious. Let's say you are doing his way up the corporate ladder, and treat everyone on the road with kindness and respect. You will help advance the careers of their inmates, or always give their staff members of a bond. You will find that people speak well of you, and people are more willing to do business with you, see that you are the kind of person who understands the power of law of reciprocity.

Now imagine that ignore the law of reciprocity. You cheat, steal, lie and how each promotion will be taken into account work that is not theirs. Let's say that one day something unexpected happens: the downsized company, or need to miss work because of an emergency. Do you think someone helps you, rent you, or cut a break? Think again.

Working in business means being part of a team. Even if you are self-employed, you'll have to outsource specialty or publicity rights. If you want to attract the best and brightest talent, you need to be living the law of reciprocity. Helping others selflessly and the universe will bless you.

Never underestimate the power of negativity infectious to corrupt and destroy. Cognitive Science Professor Selmer Bringsjord, for example, has been spent the last years working on an artificial intelligence program called "E." E is supposed to represent pure evil, which Bringsjord defined as having the desire to injure others without provocation, and for no other reason than personal satisfaction.

In describing the program, said he never would Bringsjord release its creation on a false world like Second Life, as it would destroy the simulated world. Even in purely fictional environments, E is too dangerous to exist without guarantees programming.

In the real world, negativity has a similar power that destroys everything it touches. But there is power in its positivity. We must remember We are kinder than others, and the more unconditional love and treat them with respect, is likely to be rewarded. Just as when a stone is thrown into a pond, our actions waves bounce off objects and travel back to us. The surest way to success is to ensure that these energy waves are positive, not negative.

About the Author

Mario is the creator of the Five-Minute Mindset Workout which can be downloiaded FREE, and the Millionaire Mindset Success Series ebook and audio program.

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