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Details about  Airline Deruluft, USSR-Baltic: original vintage 1932 travel advertising poster

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Airline Deruluft, USSR-Baltic: original vintage 1932 travel advertising poster
Airline-Deruluft-USSR-Baltic-original-vintage-1932-travel-advertising-poster
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£2,250.00
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eBay item number:
281074200738
Seller assumes all responsibility for this listing.
ninilaK lliriK
ku.oc.raBkitnA
nodnoL
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:enohP934526|74870
:liamEur.liam@03_02_takalp

Item specifics

Date of Creation:

1900-1949

Height:

104cm

Width:

64.5cm

Colour:

Colour

Original vintage advertising poster for Airline Deruluft, the airline that started as a joint venture between Russia and Germany that later became Aeroflot and Deutsche Lufthansa. The poster is in French advertising air travel between the Soviet Union and the Baltic States. In one day from Moscow via Berlin to Paris or London. Designed by Voh, printed by Druckerei Gutenberg Berlin. Good condition, minor tears, glue marks and repaired minor loss along the margins, backed on linen. Faint horizontal fold marks in middle.


Deruluft

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Deruluft
IATA
ICAO
Callsign
Founded 1921
Commenced operations 1922
Ceased operations 1937
A Deruluft Dornier Merkur at the opening of Stettin Airstrip 1927. Second from left Stockholm Municipal commissioner Yngve Larsson.

Deruluft (Deutsch-Russische Luftverkehrs A.G., or Deruluft) was a joint Soviet-German airline, established on 24 November 1921. Deruluft opened its first service to Moscow from Königsberg (later Kaliningrad) on 1 May 1922. It started a new route from Berlin via Tallinn to Leningrad on 6 June 1928, and maintained both routes until 31 March 1936.

Most of the aircraft used were German, and so was its organization, at least until the 1930s. Its first aircraft were Dutch-built Fokker F.III's. Later German Junkers F13's were added to the fleet. At first, Deruluft carried only mail and officials, but on 27 August 1922 the service was opened to the public. From 1929 onwards the early Fokker F.III's were replaced by Dornier Merkur's. Early 1931 the Tupolev ANT-9 was added. Deruluft was terminated on 31 March 1937.


 

Aeroflot

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Aeroflot—Russian Airlines
Аэрофлот—Российские авиалинии
IATA
SU[1]
ICAO
AFL[1]
Callsign
AEROFLOT[citation needed]
Founded 9 February 1923 (1923-02-09)
Commenced operations 15 July 1923 (1923-07-15)
Hubs Sheremetyevo International Airport
Frequent-flyer program Aeroflot Bonus
Alliance SkyTeam
Subsidiaries
  • Aeroflot-Cargo
  • Aeroflot-Finance
  • Donavia (100%)
  • Jetallians Vostok
Fleet size 126
Destinations 116
Company slogan Sincerely Yours. Aeroflot (Russian: Искренне ваш, Аэрофлот – Iskrenne vash, Aeroflot)
Parent company Government of Russia (51%)
Headquarters Moscow, Russia
Key people
Website www.aeroflot.ru

OJSC Aeroflot – Russian Airlines (Russian: ОАО «Аэрофло́т-Росси́йские авиали́нии», OAO Aeroflot-Rossiyskiye avialinii) (MCXAFLT), commonly known as Aeroflot (Russian: Аэрофлот, English translation: "air fleet"), is the flag carrier and largest airline of the Russian Federation. The carrier operates domestic and international passenger services, mainly from its hub at Sheremetyevo International Airport.

Aeroflot is one of the oldest airlines in the world, tracing its history back to 1923. During the Soviet era, Aeroflot was the Soviet national airline and the largest airline in the world.[4][5] Following the dissolution of the USSR, the carrier has been transformed from a state-run enterprise into a semi-privatised company which ranks amongst the most profitable in the world.[6] Aeroflot is still considered the de facto national airline of Russia.[7] It is 51%-owned by the Russian Government, as of June 2011.[8]

The company has embarked on a fleet modernisation program, extensive route restructuring, and an image overhaul. The airline joined SkyTeam in April 2006, becoming the 10th member of the alliance.[6][9]

Contents

 [hide

History

Early history of Soviet civil aviation

An early Soviet poster calling on citizens to buy stock in Dobrolyot.

On 17 January 1921, the Sovnarkom of the Russian Soviet Federative Socialist Republic published "About Air Transportation". The document which was signed by Vladimir Lenin set out the basic regulations on air transport over the territory of the RSFSR. The document was significant as it was the first time that a Russian state had declared sovereignty over its airspace. In addition, the document defined rules for the operation of foreign aircraft over the Soviet Union's airspace and territory. After Lenin issued an order, a State Commission was formed on 31 January 1921 for the purpose of civil aviation planning in the Soviet Union. As a result of the commission's plans, Glavvozdukhflot (Chief Administration of the Civil Air Fleet) (Russian: Главвоздухфлот (Главное управление воздушного флота)) was established, and it began mail and passenger flights on the Moscow-Oryol-Kursk-Kharkov route on 1 May 1921 using Sikorsky Ilya Muromets aircraft.[10]:1 This was followed by the formation of Deruluft-Deutsch Russische Luftverkehrs A.G. in Berlin on 11 November 1921, as a joint venture between the Soviet Union and Germany. The company, whose aircraft were registered in both Germany and the Soviet Union, began operations on 1 May 1922 with a Fokker F.III flying between Königsberg and Moscow.[10]:2 The service was initially operated twice a week and restricted to the carriage of mail.[10]:2–3

On 3 February 1923 Sovnarkom approved plans for the expansion of the Red Air Fleet, and it is this date which was officially recognised as the beginning of civil aviation in the Soviet Union. After a resolution of the Central Committee of the Communist Party of the Soviet Union, the Enterprise for Friends of the Air Fleet (ODVF) was founded on 8 March 1923, followed by the formation of Dobrolet (Russian: Добролёт) on 17 March 1923. Regular flights by Dobrolet from Moscow to Nizhniy Novgorod commenced on 15 July 1923. During the same period, an additional two airlines were established; Zakavia being based in Tiflis, and Ukrvozdukhput based in Kharkov.[10]:2 During 1923 an agreement was signed establishing a subdivision of Dobrolet to be based in Tashkent, which would operate to points in Soviet Central Asia. Services between Tashkent and Alma Ata began on 27 April 1924, and by the end of 1924 the subdivision had carried 480 passengers and 500 kilograms (1,100 lb) of mail and freight, on a total of 210 flights.[10]:6 In March 1924, Dobrolet began operating flights from Sevastopol to Yalta and Yevpatoriya in the Crimea. Dobrolet's route network was extended during the 1925–1927 period to include Kazan and regular flights between Moscow and Kharkov were inaugurated. Plans were made for Dobrolet flights to Kharkov to connect with Ukrvozdukhput services to Kiev, Odessa and Rostov-on-Don. During 1925, Dobrolet operated 2,000 flights over a distance of 1,000,000 kilometres (620,000 mi), carrying 14,000 passengers and 127,500 kilograms (281,000 lb) of freight, on a route network extending to some 5,000 kilometres (3,100 mi).[10]:7 Dobrolet was transformed from a Russian to an all-Union enterprise on 21 September 1926 as a result of Sovnarkom resolutions, and in 1928 Dobrolet was merged with Ukrvozdukhput; the latter having merged with Zakavia in 1925.[10]:6–7

Formative years

The Tupolev ANT-20bis was used for cargo flights from Moscow to Mineralnye Vody before World War II

Responsibility for all civil aviation activities in the Soviet Union came under the control of the Chief Directorate of the Civil Air Fleet on 25 February 1932, and on 25 March 1932 the name "Aeroflot" was officially adopted for the entire Soviet Civil Air Fleet.[10]:10 The Communist Party of the Soviet Union Congress in 1933 set out development plans for the civil aviation industry for the following five years, which would see air transportation becoming one of the primary means of transportation in the Soviet Union, linking all major cities. The government also implemented plans to expand the Soviet aircraft industry to make it less dependent on foreign built aircraft;[10]:10–11 in 1930 some fifty percent of aircraft flying services in the Soviet Union were of foreign manufacture.[10]:8

Expansion of air routes which had taken shape in the late 1920s,[10]:8 continued into the 1930s. Local (MVL) services were greatly expanded in Soviet Central Asia and the Soviet Far East,[10]:11–13 which by the end of the second Five-Year Plan in 1937 was 35,000 kilometres (22,000 mi) in length out of a total network of some 93,300 kilometres (58,000 mi).[10]:13 The agreement between the Soviet Union and Germany relating to Deruluft expired on 1 January 1937, and wasn't renewed, which saw the joint venture carrier ceasing operations on 1 April 1937. On that date Aeroflot began operations on the Moscow to Stockholm route, and began operating the ex-Deruluft route from Leningrad to Riga utilising Douglas DC-3s and Tupolev ANT-35s (PS-35s). Flights from Moscow to Berlin, via Königsberg, were suspended until 1940, when they were restarted by Aeroflot and Lufthansa as a result of the signing of the Molotov-Ribbentrop Pact, and would continue until the beginning of the Great Patriotic War in 1941.[10]:5

An Aeroflot PS-84 (a licence-built DC-3) at Moscow City Airport in 1940. The Lisunov Li-2, a derivative of the DC-3 would become the backbone of the fleet after the Great Patriotic War.

Under the third Five-Year Plan, which began in 1938, civil aviation development continued, with improvements to airport installations being made and construction of airports being commenced. In addition to the expansion of services between the Soviet Union's main cities, local routes (MVL) were also expanded, and by 1940, some 337 MVL routes saw operations on a scheduled basis. Serial production of the PS-84 (licence-built DC-3s) commenced in 1939, and the aircraft became the backbone of Aeroflot's fleet on mainline trunk routes. When the Soviet Union was invaded by Nazi Germany on 22 June 1941, the following day the Sovnarkom placed the Civil Air Fleet under the control of Narkomat, leading to the full-scale mobilisation of Aeroflot crews and technicians for the Soviet war effort. Prior to the invasion, the Aeroflot network extended over some 146,000 kilometres (91,000 mi), and amongst the longest routes being operated from Moscow were those to Tbilisi (via Baku), Tashkent and Vladivostok.[10]:13 Aeroflot aircraft, including PS-35s and PS-43s, were based at Moscow's Central Airport, and amongst important missions undertaken by Aeroflot aircraft and crews included flying supplies to the besieged cities of Leningrad, Kiev, Odessa and Sevastopol.[10]:14 During the Battle of Stalingrad, between August 1942 and February 1943, Aeroflot operated 46,000 missions to Stalingrad, ferrying in 2,587 tonnes (5,700,000 lb) of supplies and some 30,000 troops. Following the defeat of the Wehrmacht, some 80 Junkers Ju-52/3Ms were captured from the Germans, and were placed into the service of the Civil Air Fleet, and after the war were placed into regular service across the Soviet Union.[10]:15 Whilst civil operations in European Russia west of the front line, which ran from Leningrad to Moscow to Rostov-on-Don, were prevented from operating because of the war, services from Moscow to the Urals, Siberia, Central Asia, and other regions which were not affected by the war, continued.[10]:15–16 By the end of the war, Aeroflot had flown 1,595,943 special missions, including 83,782 at night, and carried 1,538,982 men and 122,027 tonnes (269,020,000 lb) of cargo.[10]:16

Post-war operations

After its introduction in 1954, the Ilyushin Il-14 operated on Aeroflot's All-Union services.

At the end of the war, the Soviet government went about repairing and rebuilding essential airport infrastructure, and it strengthened the Aeroflot units in the European part of the Soviet Union. Aeroflot had by the end of 1945 carried 537,000 passengers, compared with 359,000 in 1940.[10]:16 The government made it a priority in the immediate postwar years to expand services from Moscow to the capital of the Union republics, in addition to important industrial centres around the country. To enable this, the government transferred to Aeroflot a large number of Li-2s, and they would become the backbone of the fleet.[10]:17

The Ilyushin Il-12 entered service on Aeroflot's all-Union scheduled routes on 22 August 1947, and supplemented already existing Li-2 services. The original Ilyushin Il-18 entered service around the same time as the Il-12, and was operated on routes from Moscow to Yakutsk, Khabarovsk, Vladivostok, Alma Ata, Tashkent, Sochi, Mineralnye Vody and Tbilisi. By 1950 the Il-18 was withdrawn from service, being replaced by Il-12s.[10]:18,20 MVL and general aviation services received a boost in March 1948, when the first Antonov An-2s were delivered and entered service in Central Russia. Development of MVL services over latter years was attributed to the An-2, which was operated by Aeroflot in all areas of the Soviet Union.[10]:20

Aeroflot's route network had extended to 295,400 kilometres (183,600 mi) by 1950, and it carried 1,603,700 passengers, 151,070 tonnes (333,100,000 lb) of freight and 30,580 tonnes (67,400,000 lb) of mail during the same year. Night flights began in the same year, and the 5th Five-Year Plan, covering the period 1951–1955, emphasised Aeroflot expanding night-time operations, which vastly improved aircraft utilisation. By 1952, some 700 destinations around the Soviet Union received regular flights from Aeroflot.[10]:20 On 30 November 1954, the Ilyushin Il-14 entered service, and the aircraft took a leading role in the operation of Aeroflot's all-Union services. The number of passengers carried in 1955 increased to 2,500,000, whilst freight and mail carriage also increased, to 194,960 and 63,760 tons, respectively. By this time, Aeroflot's route network covered a distance of some 321,500 kilometres (199,800 mi).[10]:21

Aeroflot became the first airline in the world with sustained jet aircraft service, when it introduced the Tupolev Tu-104 in 1956.

The 20th Communist Party Congress, held in 1956, saw plans for Aeroflot services to be dramatically increased. The airline would see its overall activities increased from its then current levels by 3.8 times, and it was set the target of the carriage of 16,000,000 passengers by 1960. In order to meet these goals, Aeroflot introduced higher capacity turbojet and turbine-prop aircraft on key domestic routes, and on services to Aeroflot destinations abroad. A major step for Aeroflot occurred on 15 September 1956 when the Tupolev Tu-104 jet airliner entered service on the Moscow-Omsk-Irkutsk route, marking the world's first sustained jet airline service. The airline began international flights with the type on 12 October 1956 under the command of Boris Bugayev with flights from Moscow to Prague. The aircraft placed Aeroflot in an envious position, as airlines in the West had operated throughout the 1950s with large piston-engined aircraft.[10]:21[11]:44[12] By 1958 the route network covered 349,200 kilometres (217,000 mi), and the airline carried 8,231,500 passengers, and 445,600 tons of mail and freight, with fifteen percent of all-Union services being operated by jet aircraft.[10]:23

Aeroflot introduced the Antonov An-10 and Ilyushin Il-18 in 1959, and together with its existing jet aircraft, the airline was able to extend services on modern aircraft to twenty one cities during 1960.[10]:23 The Tupolev Tu-114, then the world's largest airliner, entered service with the Soviet carrier on 24 April 1961 on the Moscow-Khabarovsk route; covering a distance of 6,980 kilometres (4,340 mi) in 8 hours 20 minutes.[10]:24 The expansion of the Aeroflot fleet saw services with modern aircraft being extended to forty one cities in 1961, with fifty percent of all-Union services being operated by these aircraft. This fleet expansion also saw the number of passengers carried in 1961 skyrocketing to 21,800,000.[10]:24

Aeroflot became the first airline to operate the first regional jet, the Yakovlev Yak-40, in 1968.[citation needed]

Further expansion came in 1962 when both the Tupolev Tu-124 and Antonov An-24 entered regular service with Aeroflot on various medium and short-haul routes. By 1964, Aeroflot operated direct flights from Moscow to 100 cities, from Leningrad to 44 cities, and from Kiev to 38 cities. The airline also operated direct flights from Mineralnyie Vody to 48 cities across the Soviet Union, denoting the importance of the operation of holiday aircraft services to Aeroflot.[10]:26 Statistics for the same year showed Aerfolot operating an all-Union route network extending over 400,000 kilometres (250,000 mi), and carrying 36,800,000 passengers.[10]:27

By 1966 Aeroflot carried 47,200,000 passengers over a domestic route network of 474,600 kilometres (294,900 mi). For the period of the 8th Five-Year Plan, which ran from 1966–1970, Aeroflot carried a total of 302,200,000 passengers, 6.47 billion tons of freight and 1.63 billion tons of mail.[10]:27 During the Five-Year Plan period, all-Union services were extended over an additional 350 routes; an additional 1,000 MVL routes were begun, and 40 new routes were opened up with all-cargo flights.[10]:27–28 The year 1967 saw the introduction into service of the Ilyushin Il-62 and Tupolev Tu-134, and in September 1968 the Yakovlev Yak-40 regional jet began operations on short-haul services. By 1970, the last year of the Five-Year Plan period, Aeroflot was operating flights to over 3,500 destinations in the Soviet Union, and at the height of the 1970 summer holidays season, the airline was carrying approximately 400,000 passengers per day, and some ninety percent of passengers were being carried on propeller-turbine and jet aircraft.[10]:28

Expansion of international flights

Flag of Aeroflot

In January 1971 the Central Administration of International Air Traffic (Russian: Центральное управление международных воздушных сообщений) (TsUMVS) was established within the framework of IATA, and became the sole enterprise authorised to operate international flights. Abroad, the airline was known as Aeroflot Soviet Airlines. In 1976 Aeroflot carried its 100 millionth passenger. Its flights were mainly concentrated around the Soviet Union, but the airline also had an international network covering five continents: North and South America, Europe, Africa and Asia. The network included countries such as the United States, Canada, United Kingdom, Spain, Cuba, Mexico and the People's Republic of China. Since the 1970s some transatlantic flights were flown using Shannon Airport in Ireland as an intermediate stop, as it was the westernmost non-NATO airport in Europe.[citation needed]

Aeroflot service between the Soviet Union and the United States was interrupted from 15 September 1983 until 2 August 1990, following an executive order by U.S. President Ronald Reagan, revoking the Aeroflot's license to operate flights into and out of the United States following the downing of Korean Air Lines Flight 007 by the Soviet Air Force. At the start of the 1990s Aeroflot reorganised again giving more autonomy to territorial divisions. REG Davies, former curator of the Smithsonian Institution, claims that by 1992 Aeroflot had over 600,000 people operating over 10,000 aircraft.[11]:92,94 By 1967, Aeroflot amassed a fleet equal to that of the largest American carriers combined.[5]

Other functions

An Aeroflot Mi-10 heavy lift helicopter seen at Groningen Airport in the early 1970s

Aeroflot also performed other functions, including aeromedical, crop-dusting, heavy lifting for the Soviet Space Agency, offshore oil platform support, exploration for natural resources, support for construction projects, transport of military troops and supplies (as an adjunct to the Soviet Air Force), atmospheric research, and remote area patrol. It operated hundreds of helicopters and cargo aircraft in addition to civil airliners. It also operated the Soviet equivalent of a presidential aircraft and other VIP transports of government and communist party officials.[4][11]:94

Aeroflot was also responsible for such services as ice patrol in the Arctic Ocean and escorting of ships through frozen seas, oil exploration, power line surveillance, and transportation and heavy lifting support on construction projects. For the latter tasks, Aeroflot used, in addition to smaller helicopters, the Mi-10 flying crane capable of lifting 11,000 to 14,000 kilograms. Hauling of heavy cargo, including vehicles, was performed by the world's largest operational helicopter, the Mi-26. Its unusual eight-blade rotor enabled it to lift a maximum payload of some twenty tons.[4]

The close relationship between Aeroflot and the Soviet armed forces was underscored by the fact that the minister of civil aviation has been a high-ranking general or marshal of the Air Forces. Most Aeroflot pilots held reserve commissions in the Air Forces. The medium and long-range passenger and cargo aircraft of Aeroflot were also part of the strategic air transport reserve, ready to provide immediate airlift support to the armed forces. Indeed, many aircraft in Aeroflot's inventory were of the same basic design as military aircraft and, even when loaded with bulky cargo and vehicles, were capable of operating from unimproved fields. They were characterized by high wings, low fuselages with cargo/vehicle loading ramps, and landing gear suitable for unimproved or marshy terrain. Short-range airplanes and helicopters were available for appropriate military support missions. Civil aviation also served as a cover for military operations. According to a Western authority, military aircraft belonging to the Military Transport Aviation (Voennaia transportnaia aviatsiia) have been painted in Aeroflot colors for use as food relief and arms or personnel transports to foreign countries.[4]

Post-Soviet Aeroflot

The "winged hammer and sickle" is the most recognisable symbol of Aeroflot.

In the early 1990s, the Soviet Union underwent massive political upheavals, culminating in the dissolution of the country. Countries declared their independence during January 1990 – December 1991, resulting in the establishment of 15 republics. Up until that time, Aeroflot had been the only establishment providing air services throughout the CIS, but with the breakup of the Soviet Union, Aeroflot branches of these countries began their own services, and the airline itself came under control of Russia, the largest of the CIS republics, and was renamed Aeroflot – Russian International Airlines (ARIA).[13][14][15] Actually, it was in 1992 that Aeroflot was divided into a number of regional airlines,[16] whereas international routes were operated by ARIA.[15] Smaller regional airlines which emerged out of the old Aeroflot were sometimes referred to as Babyflots;[13]:2 Bashkirian Airlines, Krasnoyarsk Airlines, Moscow Airways and Tatarstan Airlines were among the carriers that were formed from former Aeroflot directorates.[17]

A new Airbus A321 holds for departure whilst an Ilyushin Il-96 lands at Aeroflot's Moscow-Sheremetyevo hub

In 1994, Aeroflot was registered as a joint-stock company and the government sold off 49% of its stake to Aeroflot employees. During the 1990s, Aeroflot was primarily focused on international flights from Moscow. However, by the end of the decade Aeroflot started an expansion in the domestic market. In 2000 the company name was changed to Aeroflot – Russian Airlines to reflect the change in the company strategy.[18]

Since the dissolution, Aeroflot has been actively working towards promoting and redefining itself as a safe and reliable airline.[19] In the early 2000s, the airline hired British consultants for rebranding.[20] From the start, plans were afoot to replace the old Soviet-era hammer and sickle logo, which some people in the West viewed as a reminder of the Soviet communist era; despite this the logo was not scrapped, as it was the most recognisable symbol of the company for over 70 years.[20] A new livery and uniforms for flight attendants were designed and a promotional campaign launched in 2003. It carried 5.9 million passengers in 2003.[citation needed]

Its fleet has undergone a major reorganisation during which most of the Soviet aircraft were replaced by Western-built jets; costs over fuel consumption rather than safety concerns were cited for such a movement.[21] A320/A319s for short-haul flights in Europe and Boeing 767 and Airbus A330 for long-haul routes had been gradually incorporated into the fleet. In the spring of 2004 an expansion on the domestic market was undertaken, aiming to gain 30% share by 2010 (as of 2006 it held approximately 9%). The first task was to outperform S7 Airlines, a major rival and the leader in the domestic market. On 29 July 2004 a new corporate slogan was adopted: "Sincerely Yours. Aeroflot".[citation needed]

Recent developments

As of November 2011, Rossiya and another four Russian carriers are owned by Aeroflot through its sister company Aeroflot-Finance.

On 14 April 2006 Aeroflot became the first air carrier in the former Soviet Union to join a global alliance, SkyTeam.[22] and occupied all of terminal 3 at Sheremetyevo International Airport in 2009.[citation needed] The company has announced its plan to increase cargo operations. It registered the Aeroflot-Cargo trademark in 2006.[23] During that year Aeroflot carried 7,290,000 passengers and 145,300 tons of mail and cargo[24] to 89 destinations in 47 countries.[25] It saw improvements in its earnings and number of passengers carried. The net profit reached $309.4 million (RUB 7.98 billion) in 2006, a 32.3% increase from 2005 earnings of only $234 million (RUB6.03 billion). The revenue for the same 2005–2006 period rose by 13.5% to reach $2.77 billion with an 8.7% gain in passenger numbers.[26]

Aeroflot became the only shareholder of Donavia —a domestic airline then-named Aeroflot-Don[27]— in December 2006 (2006-12), when it boosted its stake in the company from 51% to 100%;[28] soon afterwards, Aeroflot-Nord was created following the buyout of Arkhangelsk Airlines.[29] In February 2010 (2010-02), the Russian government announced that all regional airlines owned by the state through the holding company Rostechnologii would be consolidated with the national carrier Aeroflot in order to increase the airlines' financial viability.[30] The merger was completed in late November 2011 (2011-11); in a deal worth US$81 million, Aeroflot's sister company Aeroflot-Finance became the major shareholder of Vladivostok Avia, Saravia and Rossiya Airlines, and the sole shareholder of both SAT Airlines and Orenair.[31] It was informed in January 2012 (2012-01) that Saravia was sold to private investors, as the recent-acquired regional airline was not in line with Aeroflot's business strategy.[32]

As of March 2007, Aeroflot is owned by the Russian Government via Rosimushchestvo (51.17%), National Reserve Corporation (27%) and employees and others (19%), and has 14,900 employees.[33]

Destinations

A map showing the countries served by Aeroflot, as of January 2012.

As of July 2012, Aeroflot operates scheduled passenger and cargo flights from its hub at Sheremetyevo International Airport to 52 countries, serving 116 destinations.[citation needed]

Codeshare agreements

As of October 2012, Aeroflot has codeshare agreements with the following airlines, which are the actual operators of the codeshared services Aeroflot places its code on:[34]

Airline Codeshare partner Marketing partner
Aerosvit Yes Yes
Air Europa Yes Yes
Air Baltic Yes Yes
Air France Yes Yes
Air Malta No Yes
Alitalia Yes Yes
Adria Airways No Yes
Bulgaria Air Yes Yes
China Southern Airlines No Yes
Cyprus Airways Yes Yes
Czech Airlines Yes Yes
Delta Air Lines Yes Yes
Estonian Air No Yes
Finnair Yes Yes
JAT Airways Yes Yes
Kenya Airways Yes Yes
KLM Yes Yes
Korean Air Yes Yes
LOT Polish Airlines Yes Yes
MIAT Mongolian Airlines Yes Yes
Nordavia No Yes
Orenair No Yes
Rossiya Yes Yes
SAS Yes Yes
Vladivostok Air No Yes

Fleet

Aeroflot current fleet

A Sukhoi Superjet 100-95 on short final to Sheremetyevo Airport in 2012
An Airbus A330-200 at Sheremetyevo Airport. (2011)
An Airbus A319-100 at Pulkovo Airport. (2008)

In 1993 Aeroflot began operating the Ilyushin Il-96-300 aircraft on the Moscow–New York route. The company now flies six aircraft of the type – about one half of all Il-96s in commercial service worldwide – and promised to buy six more if the Russian State allowed it not to pay import duty on Western-built aircraft. Industry experts claim the company is trying to terminate the deal with Ilyushin as operating the Il-96 is not cost-effective.[citation needed]

In 2006 it leased three used Boeing 767-300ER from ILFC for 5 years. The first two aircraft were delivered in November 2006 and January 2007, the third one was delivered in March 2007. The company had previously leased two Boeing 767-300ER from ILFC.[citation needed]

As of 2007, Aeroflot is in the midst of an overhaul of its fleet structure. The aging Tupolev Tu-134s used on the short- and mid-haul routes were phased out by 2008 and were replaced by the Sukhoi Superjet 100 in 2011.[citation needed]

For long-haul routes the company has ordered the Airbus A330, the Airbus A350 and the Boeing 787 Dreamliner. On 22 March 2007, Aeroflot signed an agreement with Airbus for the acquisition of 22 Airbus A350-800/900s, with deliveries starting in 2015.[35] Aeroflot and Boeing signed a deal for the 22 Dreamliners on the sidelines of Saint Petersburg International Economic Forum, with deliveries starting in 2014. Aeroflot's CEO Okulov confirmed that the existing Airbus order "would not be affected".[36]

In May 2007, Finnair announced the sale of its last two self-owned MD-11s to Aeroflot which are thus to become part of the Russian airline cargo fleet in 2008 and 2009.[37]

Matters came to a head in September 2006 as Aeroflot's Board of Directors convened to vote on the Boeing contract. This coincided with the USA imposing sanctions on various Russian companies (including a major aircraft maker, Sukhoi) for allegedly supplying Iran in violation of the US's Iran Nonproliferation Act of 2000 and with the Russian state-owned Vneshtorgbank buying 5% of the stock in EADS, the corporation behind Airbus. The State's representatives on the board abstained from the vote and another round of lobbying ensued, with Russian news sources reporting Aeroflot's efforts to placate the State by offering to order both 22 Boeing 787s and 22 Airbus 350s, effectively doubling its long-range fleet.[38] Banker Alexander Lebedev, the man behind National Reserve Corporation, reached a deal with Boeing to prolong the deadline, using his corporation's money.[39]

Ten Airbus A330s —five A330-200s and five A330-300s— had also been ordered, scheduled to arrive on operating lease starting in late 2008. Despite these aircraft having been initially aimed at providing interim capacity ahead of the arrival of both the Airbus A350s and the Boeing 787s the company had previously ordered, the type has been gradually incorporated into the fleet on a long-term basis. The first Airbus A330-200 effectively entered the fleet in late 2008, and was initially put into service on the Moscow–St. Petersburg route for testing purposes.[40]

In July 2010, Russian prime minister Vladimir Putin pressured Aeroflot to buy Russian-made aircraft for future expansion and fleet renewal.[41] On 1 September 2010, Aeroflot announced that it had plans to order a total of 126 Russian-built aircraft by 2020. The aircraft to be purchased are Irkut MS-21s, Sukhoi Superjet 100s, Antonov An-140s, and Antonov An-148s. The aircraft are to be used for fleet replacement in Aeroflot, as well as six other airlines of which Aeroflot is taking control.[42]

In early 2011, the carrier ordered eight Boeing 777-300ERs;[nb 1] later that year the order was boosted to 16 aircraft, adding eight more -300ERs.[2] The airline expects the first of these aircraft in 2013.[45]

Current

For most of its history, Aeroflot's fleet consisted entirely of planes built by Soviet manufacturers Antonov, Ilyushin, and Tupolev. Following the Soviet Union's dissolution and subsequent partition of the airline, Aeroflot has begun to replace its old Soviet aircraft with Western and modern Russian models.

As of October 2012, the Aeroflot fleet includes the following aircraft, with an average age of 5.5 years:[46][47]

Aeroflot Fleet
Aircraft In Fleet Orders Options Passengers Notes
B E Total
Passenger Fleet
Airbus A319-100 15 1 20 96 116
Airbus A320-200 43 6 20 120 140
Airbus A321-200 21 5 28 142 170
Airbus A330-200 5 34 207 241
Airbus A330-300 15 2 34 268 302
Airbus A350-800 18[48] TBA
Airbus A350-900 4[48] TBA
Boeing 737–700 15 TBA Expected EIS: 2013;
to be leased from Rostechnology[49][50]
Boeing 737–800 25 TBA
Boeing 737-900ER 10 TBA
Boeing 767-300ER 8 30 188 218 One aircraft stored
Boeing 777-300ER 16[44] TBA Expected EIS: 2013[45]
Boeing 787–8 22[44] TBA
Ilyushin Il-96-300 6 22 260 282
Irkut MS-21 50[51] TBA
Sukhoi Superjet 100-95 10 20 10 12 75 87
Cargo Fleet
McDonnell Douglas MD-11F 3 N/A
Total 126 194 10

Retired

An Aeroflot Boeing 777-200ER on approach to Sheremetyevo Airport in 2003.
An Aeroflot Tupolev Tu-134 at Sheremetyevo International Airport. (2003)
The now retired Tupolev TU-154M at Dublin Airport. (1993)
An Aeroflot Ilyushin Il-86 at Fiumicino Airport in 1992.
Aeroflot's Tu-144 at the Museum Sinsheim, Germany.

During the Soviet era, almost all Aeroflot's airliners were built by Soviet manufacturers. During the 1940s and the early 1950s, the main aircraft was a licensed version of the Douglas DC-3. Soviet-made, modified versions of this airliner were named the PS-84 and the Lisunov Li-2. The first to be produced in the Soviet Union was completed in 1939. The Li-2 would be replaced by the Ilyushin Il-12, which entered service in 1947, and the Ilyushin Il-14, which entered service in 1954. Aeroflot also operated large numbers of the Antonov An-2 STOL biplane (first flying in 1947), in passenger and cargo roles. The An-2 remained in service until the 1980s.

On 15 September 1956 Aeroflot began to operate the Tupolev Tu-104, the USSR's first jet airliner in regular service. The first passenger-carrying flight was from Moscow to Irkutsk, Russia. The first international route was Moscow–Prague, Czech Republic (then Czechoslovakia). In 1962 Aeroflot began operating the Tupolev Tu-124, the smaller version of the Tu-104, on regional routes. These were later replaced by the Tupolev Tu-134, which entered service in 1967. Upgraded versions of the Tu-134 still make up much of the Russian regional fleet today.

The Tupolev Tu-114, originally used to transport Soviet leaders and once the world's largest commercial aircraft, came into service on 24 April 1961 on the Moscow–Khabarovsk route.[52][53] It also served international routes, such as Moscow–Tokyo in conjunction with Japan Airlines,[54] as well as the Moscow–Havana route, which started on 7 January 1963—the airline's longest non-stop service at that time.[53][55]

The first Ilyushin Il-62 long-range four-engined airliner entered service with Aeroflot in 1967, with an inaugural flight from Moscow to Montreal on 15 September.[56] It was complemented, in 1972, by medium-range Tupolev Tu-154. This jet is the most popular Russian airliner, with more than 1,000 made. The latest modification, Tu-154M, still operates on Russian domestic routes.

The carrier started flying the supersonic Tupolev Tu-144 on freighter services in 1975.[57] On 1 November 1977, the aircraft was deployed on the 1,750-nautical-mile (3,240 km; 2,010 mi) long Moscow-DomodedovoAlma-Ata route on a regular basis,[58] yet these services were discontinued in May 1978 (1978-05).[59] That month, an aircraft of the type resulted written off on an emergency landing following an electrical failure, withdrawing political support to the project and putting an end to the production.[60] Despite official versions indicating the indefinite suspension of supersonic flights within the Soviet Union, a re-engined version of the aircraft was put on a test flight between Moscow and Khabarovsk in June 1979 (1979-06),[61] and the 3,750-mile (6,040 km) long route was later covered with scheduled services;[62] it was not a nonstop flight, however, since the aircraft had to make a refuelling stop, as the engines consumed more fuel than expected.[60]

In 1980, the Ilyushin Il-86, the first Russian-made wide-body aircraft, joined the fleet, reaching a total of 11. These aircraft were phased out by the end of 2006.[63][64]

The first Western-made aircraft, the Airbus A310, was acquired in 1992.[65][66] The company also became a Boeing customer, acquiring new Boeing 767 jets in 1994. Since then Aeroflot has also operated Boeing 737s, Airbus A320s, and the cargo version of the Douglas DC-10s.

From 1998 to 2005, Aeroflot leased two Boeing 777s, using the type on routes to the USA.[67]

On 31 December 2007, Aeroflot retired the last Tupolev Tu-134 after 40 years in service;[68] the last flight flew the Kaliningrad–Moscow route.[69] Aeroflot was forced to withdraw these aircraft from service due to noise restrictions. Fourteen airplanes comprised the type's fleet by that time; they were offered for sale to the sister companies.[70]

The retirement of the last Tupolev Tu-154 occurred on 14 January 2010, after 40 years of service. The last flight the type operated was the Yekaterinburg–Moscow, taking place on 31 December 2009.[71]

Aeroflot mainline past fleet since 1954[citation needed]
Aircraft Introduced Retired Notes
Airbus A310 1992 2005
Boeing 737–300 2008 2009 cargo aircraft
Boeing 737–400 1998 2004
Boeing 767–300 1994
Boeing 777 1998 2005 aircraft leased from Boeing
McDonnell Douglas DC-10 1995 2009 cargo aircraft
Ilyushin Il-12 1947 1970
Ilyushin Il-14 1954 ?
Ilyushin Il-18 1958 ?
Ilyushin Il-62 1967 2002
Ilyushin Il-76 1979 2004 cargo aircraft
Ilyushin Il-86 1980 2006
Tupolev Tu-104 1956 1979
Tupolev Tu-114 1961 1976
Tupolev Tu-124 1962 1967
Tupolev Tu-134 1967 2008 replaced Tu-124
Tupolev Tu-144 1977 1978
Tupolev Tu-154 1968 2009
Tupolev Tu-204 1990 2005
Antonov An-2 1948 ?
Antonov An-10 1959 1973
Antonov An-24 1962 ?
Antonov An-124 1980 2000 cargo aircraft
Yakovlev Yak-40 1966 1995
Yakovlev Yak-42 1980 2000

Frequent flyer program

Aeroflot Bonus logo

Aeroflot uses Aeroflot Bonus as their frequent-flyer program. It has three levels:[72]

Aeroflot Bonus Levels
Level Benefits Requirements SkyTeam Status
Regular
  • No benefits on Regular Level
Travelers can start their participation in Aeroflot Bonus Programme from the age of 2 (Aeroflot Junior)  –
Silver
  • Tier Bonus Miles – 25% of the flown distance
  • Preferred Seating
  • Priority Check-In
  • Extra 10 kg baggage allowance or 1 piece on routes where piece concept systems is applicable (Only on Aeroflot regular flights)
  • Boarding with first and business class passengers
  • Priority reservation waitlisting
25,000 miles (40,000 km) or
25 flight segments during calendar year
Elite
Gold
  • Tier Bonus Miles – 50% of the flown distance
  • Priority Check-In
  • The opportunity "Comfort +" is given free of charge[73]
  • Extra 20 kg baggage allowance or 2 piece on routes where piece concept systems is applicable (Only on Aeroflot regular flights)
  • Preferred Seating
  • Lounge Access
  • Invite a traveling companion to Business Class lounges
  • Priority Airport Standby
  • High priority waitlisting (above Silver)
  • Boarding with first and business class passengers
  • Priority Baggage Handling
50,000 miles (80,000 km) or
50 flight segments during calendar year
Elite Plus

Accidents and incidents

See also


Footnotes

Notes

  1. ^ Despite some sources informed the order consisted of six Boeing 777-300ERs and two Boeing 777-200ERs,[43] according to Boeing the airline has no -200ERs on order.[44]

References

 This article incorporates public domain material from websites or documents of the Library of Congress Country Studies.

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  37. ^ "Finnair sells two Boeing MD-11 aircraft" (Press release). Finnair. 15 May 2007. Archived from the original on 7 September 2012. http://www.webcitation.org/6AV4O0wvO. Retrieved 7 September 2012. 
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  49. ^ "Russia's Rostechnology finalizes big 737 buy". Air Transport World. 1 November 2010. Archived from the original on 7 September 2012. http://www.webcitation.org/6AV3A3Gqb. Retrieved 7 September 2012. 
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  51. ^ "Aeroflot sends plans to buy local aircraft to government | Business | RIA Novosti". En.rian.ru. 19 August 2010. http://en.rian.ru/business/20100819/160261861.html. Retrieved 12 July 2011. 
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  53. ^ a b "World Airline Survey... – Aeroflot". Flight International: 492. 2 April 1964. Archived from the original on 18 October 2012. http://www.webcitation.org/6BW7rkmYT. Retrieved 18 October 2012. 
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Bibliography

External links



Lufthansa

From Wikipedia, the free encyclopedia
Jump to: navigation, search
Lufthansa
Deutsche Lufthansa AG
IATA
LH
ICAO
DLH
Callsign
LUFTHANSA
Founded 1953
Commenced operations 1954
Hubs
Focus cities
Frequent-flyer program Miles & More
Airport lounge HON / Senator Lounge
Alliance Star Alliance
Subsidiaries
Fleet size 288 (+82 orders)
Destinations 215
Company slogan Nonstop you
Headquarters Cologne, Germany
Key people
Revenue Increase 28.73 billion (2011)[1]
Operating income Decrease €1.037 billion (2011)[1]
Net income Decrease €-13 million (2011)[1]
Total assets Decrease €28.08 billion (2011)[1]
Total equity Decrease €8.044 billion (2011)[1]
Employees 117,416 (2011)[1]
Website www.lufthansa.com

Deutsche Lufthansa AG (FWBLHA, OTCQXDLAKY) (German pronunciation: [ˈdɔʏt͡ʃə ˈlʊfthanza]) is the flag carrier of Germany and the largest airline in Europe in terms of overall passengers carried and fleet size. The German government had a 35.68% stake in Lufthansa until 1997, but the company is now owned by private investors (88.52%), MGL Gesellschaft für Luftverkehrswerte (10.05%), Deutsche Postbank (1.03%), and Deutsche Bank (0.4%) and has 119,084 employees (as of 2011).[2] The name of the company is derived from Luft (the German word for "air"), and Hansa (after the Hanseatic League).

The airline is the world's fourth-largest airline in terms of overall passengers carried, operating services to 18 domestic destinations and 197 international destinations in 78 countries across Africa, Americas, Asia and Europe. Together with its partners, Lufthansa services around 410 destinations.[3] With over 870 aircraft[4] it has the largest passenger airline fleet in the world when combined with its subsidiaries.

Lufthansa's registered office and corporate headquarters is in Deutz, Cologne, Germany, with its main operations base (Lufthansa Aviation Center (LAC) and primary traffic hub at Frankfurt Airport in Frankfurt am Main with a second hub at Munich Airport.[3][5][6][7] The majority of Lufthansa's pilots, ground staff, and flight attendants are based in Frankfurt.[8]

Lufthansa is a founding member of Star Alliance, the world's largest airline alliance, formed in 1997. The Lufthansa Group employs 117,000 people worldwide of 146 nationalities. In 2010, over 90 million passengers flew with Lufthansa (not including Germanwings and Brussels Airlines).

Contents

 [hide

[edit] History

[edit] 1950s: Post-war reformation

Lufthansa's first aircraft, a Convair 340, was delivered in August 1954

Lufthansa traces its history back to 1926 when the Deutsche Luft Hansa was formed in Berlin, an airline that served as flag carrier of the country until 1945 when all services were suspended following the defeat of Germany in World War II. The new Lufthansa was formed on January 6, 1953 as Aktiengesellschaft für Luftverkehrsbedarf, a company for air traffic demand, and was renamed Deutsche Lufthansa Aktiengesellschaft and relaunched as an airline on August 6, 1954. While Lufthansa claims DLH's history as its own, it is important to note that it is not the legal successor of the company founded in 1926. On April 1, 1955 Lufthansa launched scheduled service within Germany using the Convair 340. International operations started on May 15, 1955, with flights to points in Europe, followed by services to New York City from June 8 of that year using Lockheed Super Constellations aircraft, and on South Atlantic routes from August 1956.

East Germany attempted to establish its own airline in 1955 using the Lufthansa name, but this resulted in a dispute with West Germany, where the airline was already in operation. East Germany created its national airline Interflug in 1958, and the East German Lufhansa ceased to exist and merged into Interflug in 1963.[9] Lufthansa (and all other West German airlines) were banned from flying into West Berlin until the demise of the GDR regime.

[edit] 1960s: Jetliner introduction

Lufthansa was the launch customer for the Boeing 737, and operated variants including the 737–300

In 1958 Lufthansa placed an order for four Boeing 707s and started jet flights from Frankfurt to New York City in March 1960. Boeing 720Bs were later bought to back up the 707 fleet. In February 1961 Far East routes were extended beyond Bangkok, Thailand, to Hong Kong and Tokyo. The cities of Lagos, Nigeria and Johannesburg, South Africa were added in 1962.

Lufthansa introduced the Boeing 727 into service in 1964 and in May of that year began the Polar route from Frankfurt to Tokyo. In February 1965 the company ordered twenty-one Boeing 737 medium-haul jets which went into service in 1968.

Lufthansa was the first customer for the Boeing 737, and was one of only four buyers of the 737-100s (the others were NASA, Malaysia-Singapore Airlines and Avianca – while the NASA airframe was technically the first constructed, it was the last delivered and originally intended for delivery to Lufthansa). In doing so, Lufthansa became the first foreign launch customer for a Boeing commercial plane.

[edit] 1970s–1980s: The wide-body era

Lufthansa operated the Airbus A300 from 1976 to 2009

The beginning of the wide-body era for Lufthansa was marked with the inaugural Boeing 747 flight on April 26, 1970. In 1971, Lufthansa began service to South America. In 1979, Lufthansa and Swissair were launch customers for the advanced new Airbus A310, with an order for twenty-five aircraft.

The company's fleet modernisation programme for the 1990s began on June 29, 1985 with an order for fifteen Airbus A320s and seven Airbus A300-600s. Ten Boeing 737-300s were ordered a few days later. All of the aircraft were delivered between 1987 and 1992. Lufthansa also bought Airbus A321, Airbus A340 and the Boeing 747-400.

In 1987, Lufthansa, together with Air France, Iberia and SAS, founded Amadeus, an IT company (also known as a GDS) that would enable travel agencies to sell the founders and other airlines' products from a single system.

Lufthansa adopted a new corporate identity in 1988. The fleet was given a new livery while cabins, city offices and airport lounges were redesigned.[citation needed]

[edit] 1990s–2000s: Further expansion

On October 28, 1990, 25 days after reunification, Berlin became a Lufthansa destination again. On May 18, 1997, Lufthansa, Air Canada, Scandinavian Airlines, Thai Airways and United Airlines formed the Star Alliance, the world's first multilateral airline alliance.

Former Lufthansa headquarters in Cologne, Germany

In 2000, Air One became a partner airline of Lufthansa and nearly all Air One flights were code-shared with Lufthansa until the purchase of Air One by Alitalia. Lufthansa has a good track record for posting profits, even in 2001, after 9/11, the airline suffered a significant loss in profits but still managed to stay 'in the black'. While many other airlines announced layoffs (typically 20% of their workforce), Lufthansa retained its current workforce.[10]

On December 6, 2001, Lufthansa announced an order for 15 Airbus A380 superjumbos with 10 more options, which was confirmed on December 20. The A380 fleet will be used for long-haul flights from Frankfurt exclusively.

In June 2003, Lufthansa opened Terminal 2 at Munich's Franz Josef Strauß Airport to relieve its main hub, Frankfurt, which was suffering from capacity constraints. It is one of the first terminals in Europe partially owned by an airline.

On May 17, 2004, Lufthansa became the launch customer for the Connexion by Boeing in-flight online connectivity service.

On March 22, 2005, SWISS was purchased by Lufthansa Airlines. The acquisition included the provision that the majority shareholders (the Swiss government and large Swiss companies) be offered payment if Lufthansa's share price outperforms an airline index during the years following the merger. The two companies will continue to be run separately.

Lufthansa Airbus A380

On December 6, 2006, Lufthansa placed an order for 20 Boeing 747-8I airliners, becoming the launch customer of the type. The airline is also the second European airline to operate the Airbus A380 (after Air France). Their first A380 was delivered on May 19, 2010.[11]

On June 11, 2010, the Airbus A380 service was operated between Frankfurt and Tokyo.[12] On May 3, 2012, Lufthansa Chief Executive Christoph Franz announced the airline's plans to slash 3,500 administrative jobs around the world as it tries to return to profitability.[13]

[edit] 2010s: Tightening belt

After Q1 2012 loss of 381 million euro and 13 million euro loss in year 2011 due to economies slowed and the cost of restructuring and fuel weighed on earnings, Deutsche Lufthansa AG will cut 3,500 administrative positions or around 20 percent of the clerical total of 16,800.[14]

[edit] Corporate affairs and identity

The main entrance to the Lufthansa headquarters in Deutz, Cologne

[edit] Headquarters

Lufthansa's corporate headquarters are located in Cologne, Germany.[15]

In 1971, Lawrence Fellows of The New York Times described the then-new headquarters building that Lufthansa occupied in Cologne as "gleaming".[16] In 1986, terrorists bombed the headquarters of Lufthansa.[17] No people received injuries as a result of the bombing.[18]

In 2006, the builders laid the first stone to the new Lufthansa headquarters in Deutz, Cologne. By the end of 2007 Lufthansa planned to move 800 employees, including the company's finance department, to the new building.[19]

Several Lufthansa departments are not located in the headquarters; instead they are located in the Lufthansa Aviation Center at Frankfurt Airport. The departments include Corporate Communications,[20] Investor Relations,[21] and Media Relations.[22]

[edit] Subsidiaries

Lufthansa and an Air Canada aircraft at Munich Airport
ATR 72–500 of Air Dolomiti
Embraer of Lufthansa Cityline in regional colours

In addition to its main operation, Lufthansa has several subsidiaries, including:[23]
Airline subsidiaries:

Other operations:

  • Delvag, an insurance company specialising in air transport.
  • Global Load Control, a world leader in remote weight and balance services.
  • LSG Sky Chefs, the world's largest airline caterer, which accounts for one third of the world's airline meals.
  • Lufthansa Commercial Holding, in which Lufthansa holds a 19% stake. LCH contains over 400 service and finance companies of which Lufthansa holds shares.
  • Lufthansa Consulting, an international aviation consultant for airlines, airports and related industries.
  • Lufthansa Flight Training, a provider of flight crew training services to various airlines and the main training arm for the airline's own pilots.
  • Lufthansa Regional, a brand operated by an alliance of several small regional airlines, including Lufthansa CityLine.
  • Lufthansa Systems, the largest European aviation IT provider.
  • Lufthansa Technik, aircraft maintenance providers.

[edit] Brand history

The Lufthansa logo, an encircled stylized crane in flight, was created in 1918 by Otto Firle. It was part of the livery of the first German airline, Deutsche Luft-Reederei (abbreviated DLR), which began air service on February 5, 1919. In 1926, Deutsche Luft Hansa adopted this symbol, and in 1954, Lufthansa expressed continuity by adopting it, too.

The original creator of the name Lufthansa is believed to be F.A. Fischer von Puturzyn. In 1925, he published a book entitled "Luft-Hansa" which examined the options open to aviation policymakers at the time. Luft Hansa was the name given to the new airline which resulted from the merger of Junkers Luftverkehr AG and Deutscher Aero Lloyd.[26]

[edit] Alliances and partnerships

[edit] Commercial

Lufthansa is owned by private investors (88.52%), MGL Gesellschaft für Luftverkehrswerte (10.05%), Deutsche Postbank (1.03%) and Deutsche Bank (0.4%) and has 37,042 employees (at March 2007).[3]

On December 13, 2007, Lufthansa and U.S.-based low-cost airline Jetblue announced the beginning of a partnership initiated through the 19% stake purchase in Jetblue shares by Lufthansa. This is the first major ownership investment by a European carrier in an American carrier since the EU–U.S. Open Skies Agreement became effective in 2008.

Lufthansa was one of the first operators of the Airbus A340-300

In late 2007, the Lufthansa cargo hub dispute was started by Russia. Lufthansa was forced to relocate its cargo hub from Kazakhstan to Russia.

On August 28, 2008, Lufthansa and Brussels Airlines announced that they were negotiating joining together.[27]

On September 15, 2008, it was jointly announced by both airlines that Lufthansa will acquire a 45% stake in Brussels Airlines with an option to acquire the remaining 55% from 2011. As a part of this deal Brussels Airlines will join Star Alliance. Brussels entered into the Star Alliance in December 2009.[28][29][30]

Lufthansa with its Star Alliance partner airlines Air Canada and Asiana Airlines at Frankfurt Airport

On October 28, 2008, Lufthansa exercised its option to purchase a further 60% share in BMI (additionally to the 20% Lufthansa already owned), this resulted in a dispute with former owner Sir Michael Bishop, though. Both parties reached an agreement at the end of June 2009, so the acquisition could take place with effect from July 1, 2009.[31] By acquiring the remaining 20% from Scandinavian Airlines Lufthansa has full control over BMI since November 1, 2009.[32]

In November 2008, Lufthansa and Austrian Airlines announced a deal in which Lufthansa will buy the majority stock from the Austrian government. The deal was completed in January 2009. At the same time, Lufthansa announced that they are in serious talks with Scandinavian Airlines System about a merger between the two airlines but Lufthansa would have to make great changes to SAS before this is viable because of the financial state of Scandinavian Airlines System over the last few years. In May 2009, it announced that talks are occurring between about a "closer commercial co-operation" between the two companies, but that a takeover is not in Lufthansa's plans.[33] Additionally, it announced that if British Airways was unable to complete its merger with Iberia, it would attempt to begin talks with the Spanish airline itself.[34]

Air Malta is a partner airline of Lufthansa

In 2010, Lufthansa was named in a European Commission investigation into price-fixing, but was not fined due to acting as a whistleblower.[35]

In November 2011, Lufthansa agreed to sell its subsidiary, BMI Airlines to the IAG group (Owner of British Airways and Iberia), pending approvals, for 172.5 million pounds

In July, 2012, a Qantas–Lufthansa Technik maintenance deal for Tullamarine airport fell through due to having insufficient engine maintenance work to support the partnership. This resulted in 164 engineers becoming redundant. This follows just months after the closing of heavy maintenance operations, which resulted in 400 additional job losses. It was announced that the Lufthansa Technik–Qantas partnership would end in September.[36]

[edit] Technology

Until April 2009 Lufthansa inventory and departure control systems, based on Unisys were managed by LH Systems. Lufthansa reservations systems were outsourced to Amadeus in the early 1990s. Following a decision to outsource all components of the Passenger Service System, the functions were outsourced to the Altéa platform managed by Amadeus.

[edit] Partner airlines

Lufthansa built up a worldwide partner network, offering coordinated connections, common frequent-flyer programmes and code sharing. After the liquidation of Team Lufthansa, some of the former Team Lufthansa members were integrated into the partner programme. All airlines remain independent and keep their own corporate identity. Lufthansa partners around the world are:

[edit] Hubs and focus cities

[edit] Hub information

Lufthansa Group have this hubs with following :

[edit] Current hubs

[edit] Future hubs

Berlin Brandenburg Airport Berlin, Germany = originally scheduled to open in June 2012 but delayed to October 2013.

[edit] Focus city information

Lufthansa Group also have focus cities with following :

[edit] Destinations

A Lufthansa Airbus A380 cruises over Moscow at 38,000 feet

[edit] Codeshare agreements

Besides fellow Star Alliance members, Lufthansa has codeshare agreements with the following airlines (as of November 2012):[37]

[edit] Lufthansa Group

[edit] Fleet

Airbus A319-100 taxiing to the runway at Stuttgart Airport
Lufthansa Boeing 747-8I

As of November 2012, the Lufthansa fleet consists of the following aircraft with an average age of 12.6 years:

Lufthansa Mainline Fleet[38][39][40][41]
Aircraft In Fleet Orders Options Passengers Notes
F C Y Total
Airbus A319-100 35 1 0 0 0 132 132
Airbus A320-200 49 24 0 0 0 168 168
Airbus A320neo 0 25 0 TBA
Airbus A321-100 20 0 0 0 0 200 200
Airbus A321-200 41 3 5 0 0 200 200
Airbus A321neo 0 5 0 TBA
Airbus A330-300 18 1 2 8 48 165 221
Airbus A340-300 23 0 0 8 48 165 221
8 36 197 241
0 44 222 266
Airbus A340-600 24 0 0 8 60 238 306
Airbus A380-800 10 7 3 8 98 420 526
Boeing 737–300 19 0 0 0 0 140 140 To be phased out by 2016. [42]
Boeing 737–500 22 0 0 0 0 120 120 To be phased out by 2016.[42]
Boeing 747-400 23 0 0 8 80 234 322
8 66 279 353
8 52 310 370
Boeing 747-8I 4 16 0[43] 8 92 262 362
Total 288 82 30

[edit] Fleet history

Over the years, Lufthansa has operated the following aircraft types:[44][45]

Lufthansa Mainline Historical Fleet since 1965
Aircraft Introduced Retired Notes
Airbus A300 1976 1984 Originally had the A300B2 and A300B4 version.
Later added the A300 back to the fleet with the −600 series[46]
1987 2009
Airbus A310 1984 2005
Airbus A319 1996
Airbus A320 1989
Airbus A321 1994
Airbus A330-200 2002 2006
Airbus A330-300 2004
Airbus A340-200 1993 2006
Airbus A340-300 1993
Airbus A340-600 2003
Airbus A380 2010
Boeing 707 1960 1984 Also used in cargo configuration
Boeing 720 1961 1965
Boeing 727 1964 1993
Boeing 737-100 1968 1982 Launch customer, dubbed City Jet
Boeing 737–200 1981 1997
Boeing 737–300 1986
Boeing 737–400 1992 1998
Boeing 737–500 1990
Boeing 747–100 1970 1979 Also used in cargo configuration
Boeing 747–200 1971 2004 Also used in cargo configuration
Boeing 747-400 1989
Boeing 747-8 Intercontinental 2012 Launch customer
Convair CV-340/440 1955 1968 Also used in cargo configuration
Lockheed Super Constellation/Starliner 1955 1967
Douglas DC-3 1955 1960
Douglas DC-4 1958 1959 Cargo aircraft (one leased aircraft)
Douglas DC-8 1968 1996 Cargo aircraft
McDonnell Douglas DC-10 1974 1994
McDonnell Douglas MD-11 1998 Cargo aircraft
Vickers Viscount 1958 1971 Also used in cargo configuration

[edit] Aircraft Naming Conventions

In September 1960, the Lufthansa Boeing 707 (D-ABOC), which would serve the Frankfurt-New York intercontinental route, was christened Berlin after the divided city of Berlin by then-mayor Willy Brandt. Following the Berlin, other Lufthansa 707 planes were named "Hamburg", "Frankfurt", "München" and "Bonn." With these names, the company established a tradition of naming the planes in its fleet after German cities and towns or federal states, with a general rule of thumb that the airplane make, size, or route would correspond roughly to the relative size or importance of the city or town it was named after.

This tradition has continued to this day, with two notable exceptions until 2010. The Airbus A340-300 (D-AIFC Gander/Halifax) was named after Gander and Halifax, two Canadian cities along the standard flight path from Europe to North America. It became the first Lufthansa airplane named after a non-German city. The name is meant to commemorate the hospitality of the communities of Gander and Halifax, which served as improvised safe havens for the passengers and crew of the multitude of international aircraft unable to return to their originating airports after the closing of the North American airspace in the days following the terror attacks of September 11, 2001.

The other aircraft not named after a German city was the Airbus A321-100 (D-AIRA), which was designated Finkenwerder in honour of the collaborative Airbus facility in the borough of Hamburg-Finkenwerder, where most Airbus narrowbody models are manufactured.

In February 2010, Lufthansa announced that the first two Airbus A380 in its fleet would be named Frankfurt am Main and München, following its naming tradition. However, the subsequent A380 aircraft are named after Star Alliance hub cities.

[edit] Vintage aircraft restoration

Lufthansa Technik, the airline's maintenance arm, restored a Junkers Ju 52/3m built in 1936 to airworthiness; this aircraft was in use on the 10-hour Berlin to Rome route, across the Alps, in the 1930s. Lufthansa is now restoring a Lockheed Super Constellation, using parts from three such aircraft bought at auction. Lufthansa's Super Constellations and L1649 "Starliners" served routes such as Hamburg-Madrid-Dakar-Caracas-Santiago. Lufthansa Technik recruits retired employees and volunteers for skilled labour.[47][48] Lufthansa sells aviation enthusiasts rides on the restored aircraft.

[edit] Cabin

Lufthansa Boeing 747-400 Business Class
Economy Class aboard a Lufthansa Airbus A340-600

[edit] First Class

Lufthansa First Class is offered on most long-haul aircraft (Airbus A330-300, A340-300, A340-600, A380-800, Boeing 747–400 and Boeing 747–8). Each seat converts to a two-metre bed, includes laptop power outlets, as well as entertainment facilities. Meals are available on demand. Lufthansa offers dedicated First Class check-in counters at most airports, and offers dedicated First Class lounges in Frankfurt and Munich, as well as a dedicated First Class Terminal in Frankfurt. Arriving passengers have the option of using Lufthansa's First Class arrival facilities, as well as the new Welcome Lounge. Lufthansa has introduced a new First Class product aboard the Airbus A380 and plans to gradually introduce it on all of its long-haul aircraft. With the new programme SCORE, introduced to boost profits by 1.5 billion over the following years, LH will stop route expansion and extensively decrease its First Class offerings on most routes.[49]

[edit] Business Class

Lufthansa's long-haul Business Class is offered on all long-haul aircraft. Each seat converts to a two-metre angled lie-flat bed, includes laptop power outlets and entertainment facilities. Lufthansa offers dedicated Business Class check-in counters at all airports, as well as dedicated Business Class lounges at most airports, or contract lounges at other airports, as well as the Lufthansa Welcome Lounge upon arrival in Frankfurt. A new Business Class was introduced in 2012 in the Boeing 747-8.[50] It has fully flat seats, instead of the former angled lie-flat seats, and a larger seat-back entertainment screen.[50] The seats will be introduced across Lufthansa's wide-body fleet.

[edit] Economy Class

Lufthansa's long-haul Economy Class is offered on all long-haul aircraft. All have a 31" seat pitch except the Airbus A340s, which have a 32" seat pitch. Passengers receive meals, as well as free drinks. In 2007, Lufthansa began installing personal Audio-Video-On-Demand (AVOD) screens in Economy Class. The Airbus A340s and A330s have been completely refitted with AVOD, while the 747-400s are in the process of being refitted. The Airbus A380s and Boeing 747-8s are being delivered with AVOD systems already installed.

[edit] Lounges

Lounge Access – Class Access – Status Notes Number on Network
First Class Terminal First Class HON Circle FRA only 1
First Class Lounge First Class HON Circle FRA and MUC only 3
Senator Lounge First Class Senator (or higher)
Star Alliance Gold
30
Business Lounge Business Class (or higher) Frequent Traveller (or higher) 26
Welcome Lounge Business Class (or higher) Frequent Traveller (or higher) FRA only
Intercontinental passengers on LH, LX, OS and UA only
No Star Alliance Gold
1

Lufthansa operates four types of lounges: First Class, Senator, Business, and Welcome Lounges. Each departure lounge is accessible both through travel class, or Miles and More/Star Alliance status; the Welcome Lounge is limited to arriving premium Lufthansa passengers only.

[edit] First Class Terminal

Lufthansa operates a First Class Terminal at Frankfurt Airport. The first terminal of its kind; access is limited only to departing Lufthansa First Class, and HON Circle members. Approximately 200 staff care for approximately 300 passengers per day in the terminal, which features a full-service restaurant, full bar, cigar lounge, relaxation rooms and offices, as well as bath facilities. Guests are driven directly to their departing flight by Mercedes-Benz S-Class, Porsche Cayenne, Porsche Panamera or Mercedes-Benz Viano.

[edit] Miles & More

Lufthansa's frequent-flyer programme is called Miles & More, and is shared among several European airlines, including Austrian Airlines, Adria Airways, Croatia Airlines, LOT Polish Airlines, Luxair, Swiss International Air Lines, and Brussels Airlines. Miles & More members may earn miles on Lufthansa flights and Star Alliance partner flights, as well as through Lufthansa credit cards, and purchases made through the Lufthansa shops. Status within Miles & More is determined by miles flown during one calendar year with specific partners. Membership levels include: Basic (no minimal threshold), Frequent Traveller (Silver, 35,000 mile threshold), Senator (Gold, 100,000 mile threshold, 130,000 for German residents), and HON Circle (Black, 600,000 mile threshold over two calendar years). All non-basic Miles & More status levels offer lounge access and executive bonus miles, with the higher levels offering more exclusive benefits.

[edit] Accidents and incidents

This is a list of accidents and incidents involving Lufthansa mainline aircraft since 1954. For earlier occurrences, refer to Deutsche Luft Hansa. For accidents and incidents on Lufthansa-branded flights which were operated by other airlines, see the respective articles (Lufthansa CityLine, Lufthansa Cargo, Contact Air and Air Dolomiti).

[edit] Fatal

  • On January 11, 1959, Lufthansa Flight 502, a Lufthansa Lockheed Super Constellation (registered D-ALAK) crashed onto a beach shortly off Galeão Airport in Rio de Janeiro following a scheduled passenger flight from Hamburg, Germany. Of the 29 passengers and 10 crew members on board, only three flight attendants survived. Investigation into the accident resulted in blaming the pilots for having executed a too low approach, which may have been caused by fatigue.[51]
  • On December 4, 1961, a Lufthansa Boeing 720 (registered D-ABOK) crashed of unknown causes near Mainz during a training flight from Frankfurt to Cologne, killing the three occupants. It was the first crash involving an aircraft of that type.[52]
  • On July 15, 1964, another Boeing 720 (registered D-ABOP) crashed during a training flight, with the three people on board losing their lives (in what was only the second crash for this aircraft type). The accident occurred near Ansbach after the pilots had lost control of the aircraft when executing an aileron roll.
  • On January 28, 1966 at 17:50 local time, Lufthansa Flight 5 from Frankfurt to Bremen, which was operated using a Convair CV-440 Metropolitan registered D-ACAT, crashed 0.5 kilometres short of Bremen Airport, killing all 42 passengers and 4 crew members on board. The pilots had tried to execute a go-around when approaching the airport, during which the aircraft stalled and went out of control, possibly due to pilot error.[53]
  • On November 20, 1974 at 07:54 local time, Lufthansa Flight 540, a Boeing 747–100 (registered D-ABYB), crashed shortly after take-off at Jomo Kenyatta International Airport in what was the first air accident involving a Boeing 747. 55 of the 140 passengers and 10 out of the 17 crew lost their lives, making it the worst accident in the history of the airline.[54]
  • On July 26, 1979 at 21:32 UTC, a cargo-configured Boeing 707 (registered D-ABUY) that was en route Lufthansa Flight 527 from Rio de Janeiro to Dakar and onwards to Germany (at that time cargo flights were operated in-house, the German Cargo subsidiary had not been founded yet) crashed into a mountain 25 kilometres off Galeão Airport during initial climb, killing the three crew members on board. A flawed communication between the pilots and the air traffic controller had resulted in the aircraft flying on a wrong path.[55]
  • On September 14, 1993, Lufthansa Flight 2904, an Airbus A320-200 (registered D-AIPN) flying from Frankfurt to Warsaw with 64 passengers and 4 crew members on board, overran the runway upon landing at Warsaw-Okecie Airport and crashed into an earth embankment, resulting in the death of the co-pilot and one passenger.[56][57]

[edit] Non-fatal

  • On December 20, 1973 at 00:33 local time, a Lufthansa Boeing 707 (registered D-ABOT) with 98 passengers and 11 crew members on board collided with a middle marker shack upon approaching Palam Airport in Delhi following a scheduled passenger flight from Bangkok (as part of a multi-leg flight back to Germany). There were no injuries, but the aircraft was damaged beyond repair. At the time of the incident, there had been poor visibility conditions.[58]
  • On October 18, 1983, a Lufthansa cargo-configured Boeing 747-200 (registered D-ABYU) was severely damaged when it overran the runway at Kai Tak Airport in Hong Kong, following an aborted take-off due to an engine failure. The 3 crew members on board survived without any notable injuries.[59]
  • On March 1, 2008, Lufthansa Flight 44, an Airbus A320-200 (registered D-AIQP) flying from Munich to Hamburg experienced a wingstrike during a high crosswind landing at Hamburg Airport. The left wingtip struck the ground during the attempt, and the crew successfully executed a go-around. At the time, winds at the airport were gusting up to 49 knots due to Windstorm Emma. There were no injuries to the occupants.[60]

[edit] Hijackings

  • In 1972, the year of the Munich Summer Olympics, there were four reported hijackings involving Lufthansa aircraft:
    • On February 22, a Boeing 747-200 (registered D-ABYD) with 172 passengers and 15 crew members on board was hijacked en route from Delhi to Athens (as part of a multi-leg flight back to Germany) by 5 people who thus wanted to press money from the German government. The aircraft diverted to Aden, where the demands of the perpetrators were accepted.[61]
    • On July 10, a similar hijacking attempt occurred on board a Lufthansa Boeing 737-100 during a flight from Cologne to Munich.[62]
    • October 11 saw a Boeing 727 being hijacked on a flight from Lisbon to Frankfurt. Upon landing at Frankfurt Airport, the perpetrator tried to flee but was captured by police forces.[63]
    • On October 29, two men hijacked another 727 (registered D-ABIG) with 11 other passengers and 7 crew members on board during a flight from Beirut to Ankara (and onwards to Germany), in order to liberate prisoners in exchange for the hostages. During negotiations with the German authorities, the aircraft was flown to Nicosia, Zagreb, and finally to Nuremberg (rather than Munich as the hijackers had demanded), where the perpetrators learned that their demands would not be fulfilled. They forced the pilots to return to Zagreb. Upon arrival there, the Germans had changed their minds and the prisoners were released, thus ending the hijacking.[64]
  • On December 17, 1973, in the wake of the events surrounding Pan Am Flight 110, a parked Lufthansa Boeing 737–100 (registered D-ABEY) was hijacked at Leonardo da Vinci-Fiumicino Airport in Rome. 10 Italian hostages that had been taken by Palestinian terrorists at the airport were forced into the aircraft by 5 perpetrators, and the German crew (2 pilots and 2 flight attendants) that was on board preparing the departure to Munich had to fly the aircraft instead first to Athens and then to several other airports, until the ordeal ended at Kuwait International Airport the next day, where the hijackers surrendered.[65][66]
  • On June 28, 1977, a Lufthansa Boeing 727 was hijacked during a flight from Frankfurt to Istanbul and forced to divert to Munich.[67]
  • The Hijacking of the Landshut occurred on October 13, 1977, at a time when West Germany had come under intense terroristic pressure known as German Autumn. The Boeing 737–200 (registered D-ABCE) was hijacked en route Flight 181 from Palma de Mallorca to Frankfurt by 4 terrorists of the Popular Front for the Liberation of Palestine, who thus wanted to force the German government to release several RAF terrorists. The crew had to divert the aircraft with 87 other passengers first to Rome, and then onwards to Larnaca, Bahrain, Dubai, Aden (where the captain was killed after he had abandoned the aircraft for negotiations with the local authorities) and finally to Mogadishu in an ordeal that took several days. At Mogadishu Airport, the German GSG 9 special forces stormed the aircraft in the early hours of October 18 local time, killing 3 terrorists and freeing all hostages (though it triggered the death of Hanns-Martin Schleyer, the President of the Confederation of German Employers' Associations, who had been kidnapped in a separate event).[68]
  • On September 12, 1979, a hijacking attempt occurred on board a Lufthansa Boeing 727 on a flight from Frankfurt to Cologne, but the perpetrator quickly surrendered.[69]
  • Three hijackings occurred in due course in early 1985:
    • On February 27, a Boeing 727 was hijacked en route a Lufthansa flight from Frankfurt to Damascus. Two perpetrators forced the pilots to divert the aircraft (with 35 other passengers on board) to Vienna International Airport, where they surrendered.[70]
    • On March 27, another 727 was hijacked, this time on a flight from Munich to Athens. A man demanded the pilots to divert to Libya. During a fuel stop at Istanbul, the aircraft was stormed and the perpetrator arrested.[71]
    • Only two days later, a mentally ill person on board a Lufthansa Boeing 737–200 on a flight from Hamburg to London demanded to be taken to Hawaii instead.[72]
  • On February 11, 1993, Lufthansa Flight 592 from Frankfurt to Addis Abeba via Cairo with 94 passengers and 10 crew members was hijacked during the first leg by 20-year-old Nebiu Zewolde Demeke, who forced the pilots to divert the Airbus A310 (registered D-AIDM) to the United States, with the intent of securing the right of asylum there. Demeke, who had been on the flight in order to be deported back to his native Ethiopia, surrendered to authorities upon arrival at John F. Kennedy International Airport in New York City. No passengers or crew members were harmed during the 12-hour ordeal.[73]

[edit] See also

[edit] References

  1. ^ a b c d e f "Lufthansa Annual Report 2011". http://investor-relations.lufthansa.com/en/finanzberichte/annual-report.html. Retrieved June 24, 2012. 
  2. ^ "Lufthansa Facts". investor-relations.lufthansa.com. http://investor-relations.lufthansa.com/en/fakten-zum-unternehmen/key-data/group.html. 
  3. ^ a b c "Directory: World Airlines". Flight International: p. 107. April 3, 2007. 
  4. ^ "Lufthansa Fleet". investor-relations.lufthansa.com. http://investor-relations.lufthansa.com/en/fakten-zum-unternehmen/flotte.html. 
  5. ^ "We hereby invite our shareholders to attend the 51st Annual General Meeting". investor-relations.lufthansa.com. http://investor-relations.lufthansa.com/fileadmin/downloads/en/annual%20meeting/LH-AGM-2004-agenda.pdf. Retrieved August 25, 2009. 
  6. ^ "How to get there". lac.lufthansa.com. http://lac.lufthansa.com/en/html/besucher/anreise/index.php. Retrieved July 30, 2002. 
  7. ^ "Lufthansa opens new office complex in Frankfurt (Lufthansa eroffnet neue Konzernzentrale in Frankfurt)". Europe Intelligence Wire. July 19, 2006. http://www.accessmylibrary.com/coms2/summary_0286-16006545_ITM. Retrieved August 25, 2009. 
  8. ^ "Lufthansa Flies to 50-Year Milestone". Deutsche Welle. January 4, 2005. http://www.dw-world.de/dw/article/0,1564,1537350,00.html. Retrieved August 25, 2009. 
  9. ^ Michał Petrykowski, Samoloty Ił-18 Lufthansy, Lotnictwo Nr. 12/2009, p.20 (Polish)
  10. ^ Bamber, G.J., Gittell, J.H., Kochan, T.A. & von Nordenflytch, A. (2009). "Up in the Air: How Airlines Can Improve Performance by Engaging their Employees". Cornell University Press, Ithaca. http://www.cornellpress.cornell.edu/book/?GCOI=80140100965480. 
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  24. ^ "Eurowings". wer-zu-wem.de. http://www.wer-zu-wem.de/firma/Eurowings.html. Retrieved November 24, 2010. 
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  32. ^ "Lufthansa to gain full control of bmi from SAS, while BA confirms interest in the UK carrier". Centre for Asia Pacific Aviation. October 2, 2009. http://www.centreforaviation.com/news/share-market/2009/10/02/lufthansa-to-gain-full-control-of-bmi-from-sas-while-ba-confirms-interest-in-the-uk-carrier/page1. 
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