This whole airline section is a mess

the list boxes offer a far more expediant and effective way of looking up airline information by country.... I tried!! —Preceding unsigned comment added by 63.215.26.172 (talk) 18:26, 20 January 2008 (UTC)

Thank you for your input - I would suggest you read the comments above where it has been suggested that we link to List of airlines of foo and not to navboxes. A page full of navboxes is, in my opinion, not a good way to go. Not sure why you think it is a mess, is it wrong, not complete or you just dont like it? MilborneOne (talk) 19:16, 20 January 2008 (UTC)

WP:AIRPORTS has a related page: List of airports. That page would be enormous if it just listed all airports like this page, so they've turned it into a disambig page, with links to a variety of list pages; List of airports by IATA code (which is in turn divided up into 26 pages by alphabet), Category:Lists of airports, etc. I think that sort of thing would work here. - Trevor MacInnis (Contribs) 15:21, 21 January 2008 (UTC)

Any further thoughts in dividing this page up? - Trevor MacInnis (Contribs) 15:47, 24 January 2008 (UTC)

I agree we should create List of airlines of foo and refer out to them as well as the other lists listed at the top of the page. MilborneOne (talk) 13:06, 30 January 2008 (UTC)

I have created List of airlines in Iran, and I see that MilborneOne has created List of airlines in the United Kingdom. I am currently working on the Chinese airline list, and will take on board the Japanese list after that, and then will get the CIS airline lists done. Perhaps other editors can also take a few on board, but advise what lists will be worked on here, so that others aren't working on the same lists at the same time as others. —Preceding unsigned comment added by Russavia (talk • contribs) 17:55, 30 January 2008 (UTC)

Excellent, I'll pitch in too. One question, is it "List of airlines in..." or "List of airlines of..." ? - Trevor MacInnis (Contribs) 23:01, 1 February 2008 (UTC)

I created List of airlines of the United States. This section was big and I moved to its own article. -- ApprenticeFan (talk) 12:31, 25 April 2008 (UTC)

I also created List of airlines of Canada page. This section was very big from this article. -- ApprenticeFan (talk) 12:44, 25 April 2008 (UTC)

I created List of airlines of Germany earlier today. This section from this article was a medium size and I moved it on its own article. -- ApprenticeFan (talk) 01:42, 26 April 2008.

the list boxes offer a far more expediant and effective way of looking up airline information by country.... I tried!! —Preceding unsigned comment added by 63.215.26.172 (talk) 18:26, 20 January 2008 (UTC)

Thank you for your input - I would suggest you read the comments above where it has been suggested that we link to List of airlines of foo and not to navboxes. A page full of navboxes is, in my opinion, not a good way to go. Not sure why you think it is a mess, is it wrong, not complete or you just dont like it? MilborneOne (talk) 19:16, 20 January 2008 (UTC)

WP:AIRPORTS has a related page: List of airports. That page would be enormous if it just listed all airports like this page, so they've turned it into a disambig page, with links to a variety of list pages; List of airports by IATA code (which is in turn divided up into 26 pages by alphabet), Category:Lists of airports, etc. I think that sort of thing would work here. - Trevor MacInnis (Contribs) 15:21, 21 January 2008 (UTC)

Any further thoughts in dividing this page up? - Trevor MacInnis (Contribs) 15:47, 24 January 2008 (UTC)

I agree we should create List of airlines of foo and refer out to them as well as the other lists listed at the top of the page. MilborneOne (talk) 13:06, 30 January 2008 (UTC)

I have created List of airlines in Iran, and I see that MilborneOne has created List of airlines in the United Kingdom. I am currently working on the Chinese airline list, and will take on board the Japanese list after that, and then will get the CIS airline lists done. Perhaps other editors can also take a few on board, but advise what lists will be worked on here, so that others aren't working on the same lists at the same time as others. —Preceding unsigned comment added by Russavia (talk • contribs) 17:55, 30 January 2008 (UTC)

Excellent, I'll pitch in too. One question, is it "List of airlines in..." or "List of airlines of..." ? - Trevor MacInnis (Contribs) 23:01, 1 February 2008 (UTC)

I created List of airlines of the United States. This section was big and I moved to its own article. -- ApprenticeFan (talk) 12:31, 25 April 2008 (UTC)

I also created List of airlines of Canada page. This section was very big from this article. -- ApprenticeFan (talk) 12:44, 25 April 2008 (UTC)

I created List of airlines of Germany earlier today. This section from this article was a medium size and I moved it on its own article. -- ApprenticeFan (talk) 01:42, 26 April 2008.

Split sections

An IP user has added a request to split out Canada, China and the United States, would appreciate if he/she could add something to the talkpage on why they think they should be, thank you. MilborneOne (talk) 17:34, 4 January 2008 (UTC)

I added a request to split United Kingdom to a single section. The sections of Canada, China, United Kingdom and United States are too large and the size is too big. -- 12:47, January 7, 2008 (UTC) —Preceding unsigned comment added by 121.97.197.90 (talk)

If the split article was going to have more detail or a table comparing them (size, # of aircraft, passenger numbers, etc.), I'd vote yes, but as it is now, I think it would create confusion to separate them out. (Then we have to debate what the size cut-off for splitting the lists out is and make sure we're fair to all other countries, etc. More trouble than helpful.) cluth (talk) 22:58, 14 January 2008 (UTC)
Sort of this is what I was thinking. It already exists, but it's different than splitting out the plain list, as the list includes minor airlines that aren't on this page. No need to duplicate what's already there, and the article titles could get confusing (actually, I would vote to move the article I linked to to "Comparison of large North American airlines" or similar). cluth (talk) 23:04, 14 January 2008 (UTC)

OK I would agree it is to large, just dont agree that splitting of the big countries would help. Users can use the Category structure to find airlines of each country. It could be split into Asia/Europe/Africa etc but even then it should not be more than a simple lists. It is just to help users find articles and should be kept simple. Nothing wrong with adding links to a see also section to articles with details like the Largest Airline in foo type stuff. MilborneOne (talk) 23:39, 14 January 2008 (UTC)

Please refer to List of airlines in Ukraine, List of airlines in Serbia, and List of airlines in Russia. I actually Afd'ed the Ukraine and Serbian lists, using the same line of thinking about categories, but the community at large believes these structured lists are preferable over simply lists. Therefore I have no problem with ALL countries having their own lists, as it can also be a useful article development tool --Russavia (talk) 11:20, 17 January 2008 (UTC)

Ok, I think Russavia has a good point it might help develop redlinks, should this article just be a link to each List of airlines of foo articles ? MilborneOne (talk) 12:52, 17 January 2008 (UTC)
Although I am converted to the idea of Russavias about links to airlines of - I do not think the inclusion of random navboxes is the right idea! I have removed them pending discussion . MilborneOne (talk) 13:09, 20 January 2008.

Russia

Is their a reason why all the russian airlines have been removed and replaced with just a link? MilborneOne 21:22, 5 October 2007 (UTC)

Is it to shorten the list? Probably to make it easier to download the page so it doesn't take so long.
I was wondering, why is russia under "Europe", not "Asia"? mathwhiz29 23:08, 19 June 2008.

Fair use rationale for Image:Air jazz.jpg

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Photos

Anybody know why this list is turning into a photo gallery ! - I think most them can be removed. Any comments before I delete the majority of them ? do we need just one or two for each continent ? this article is large enough without photographs that dont really add to the value. MilborneOne 11:16, 25 April 2007.

North America Stolen

Anybody know who has moved North America and South America into America when this is a list of airlines by continent ! (presumably they will come back and correct the heading links! MilborneOne 22:52, 5 February 2007.

AJ Air of Malaysia?

I never heard about AJ Air before. Last time I was in KL, the only airlines operate out of KUL are Air Asia and MAS. And if this airline did exist, it should mention in news, but I couldn't find anything about AJ Air in news. I think this is just another vandalism. Please remove it.141.213.66.173 06:32, 19 November 2006.

Instantnood and Huaiwei

I've banned you both from this article, it is quite obvious it is in order, you both continue to revert each other with comments being made in edit summaries instead of where they belong -- on the talk page. You haven't posted anything here in over two weeks yet continue to revert each other, hence, I'm banning you both from editing this one. --Wgfinley 05:24, 20 January 2006 (UTC)

Thanks Guy. This is actually discussed above, but user:Huaiwei has failed to accept the outcome. — Instantnood 20:34, 20 January 2006.

Portals

There has not been a clearly stated discussion on this page for a few months, but given the edit history I assume that the question is whether territories such as Greenland and Hong Kong, which are part of a larger country such as Denmark or China, should be listed alphabetically or directly under their home country. I favor an alphabetic listing - reading through the list, I would either expect to see Hong Kong based airlines within the China list or, most likely, alphabetically under H. Having H after China but before East Timor seems out of place to me! InvictaHOG 07:03, 2 January 2006 (UTC)

I would think this discussion is not so much about where someone would expect an entry to be, but why this expectation arises. If there is a preference for one display option, please do indicate the reasoning behind it as well. Thanks! ;)--Huaiwei 17:19, 2 January 2006 (UTC)

I like the current arrangement of listing territories separately, but there should be more pointers like the one that points from China to Hong Kong and Macau. Every country should point to it's territories and vice-versa. ironcito 04:07, 5 January 2006.

Helicopters

A debate from Template talk: Airlines of Canada. Are helicopter companies airlines? There was one listed on here, but I removed it. --File:Ottawa flag.png Spinboy 06:57, 18 September 2005 (UTC)

As the other side of the debate, I believe scheduled helicopter companies are airlines (though there are an incredibly low number of such companies), as they transport people through the air. HeliJet was listed here (and incidentally does provide some fixed wing passenger service but this isn't the majority). Ben W Bell 07:38, 18 September 2005 (UTC)

It is the opinion of the Wikipedia:WikiProject_Airlines that they are an airline if they have an IATA code. Ben W Bell 07:11, 20 September 2005 (UTC)

So what about all the airlines that have ICAO codes only?? There a very large number in the List. Ardfern 18:58, 20 September 2005 (UTC)

My mistake, it goes for ICAO codes as well I just forgot to mention that. Ben W Bell 07:01, 21 September 2005 (UTC)

Yes indeed, helicopter companies are airlines. Remember, the reason a company may use a helicopter is because it operates in a mountainous region unable to support airstrips. This is common in Kazakhstan. Hello, this is a page about SaveVp. SaveVp is a user dedicated to informing the public about.

Republika Srpska in the list

I think Republika Srpska should be removed from the list, since it is not an independent country. However, dependencies such as the Faeroe Islands should be kept on the list because the Faeroes are very autonomous. "Air Srpska" should be put into the list for Bosnia and Herzegovina.

Sorted by sovereign States

This begins with User:Huaiwei's edit to move Hong Kong and Macao under the PRC [1], (and Greenland under Denmark [2] on the list of national airlines). While I don't entirely agree with it, for consistent sake I moved all non-sovereign entities (e.g. Guam, Cayman Islands, Faroe Islands) to their corresponding sovereign States. Comments and opinion are welcome on whether they should be sorted by country (the general sense of the meaning of "country"), or by sovereign States, as it is at the time being. See also talk:list of national airlines#Sorted by sovereign States. — Instantnood 10:15, July 29, 2005 (UTC)

Meanwhile if there is any dependent territory which is not generally part of their corresponding sovereign States, please modify it accordingly (e.g. the Cayman Islands is not listed under "United Kingdom" but "Overseas territories of the United Kingdom"). — Instantnood 10:20, July 29, 2005 (UTC)

The most important thing surely is the ease of finding the country (however you define it). The majority of users wouldn't know how to find a country through its sovereign state, but would expect to see it listed in the area it belongs. Ardfern 19:05, 20 September 2005 (UTC)

I noticed most of these edits on this list, except for Hong Kong and Macao, were undone, but grouping under sovereign states is still an ongoing event being done by user:Huaiwei on other lists by countries. — Instantnood 07:42, 21 September 2005 (UTC) (modified 17:11, 23 September 2005 (UTC))

I agree, they should be listed under their soverign state, with a heading for the country/area itself. --File:Ottawa flag.png Spinboy 17:03, 23 September 2005 (UTC)

I'm fine with both ways, as long as it's a community consensus, and is applied to all current lists by country on Wikipedia (with the title renamed from ..by country to ..by sovereign state if necessary). — Instantnood 17:11, 23 September 2005 (UTC)

Quite curious, but was there concensus to undo what was done before whereby entities were grouped according to sovereign state? --Huaiwei 17:28, 23 September 2005 (UTC)

Perhaps not.. but that's obviously a norm, if not unwritten conventions, for lists by countries (note: countries ? sovereign states) on Wikipedia to be presented in this way, until some started targeting at Hong Kong and Macao. — Instantnood 17:39, 23 September 2005 (UTC)

"unwritten conventions"? Seems like a paradox in itself.--Huaiwei 18:17, 23 September 2005.

Turkey is in continental Asia.

Turkey is partially in Asia and partially in Europe. The Asian part is bigger, I guess by population as well as area. I think Russia would have a larger population in its European part. But really I don't see why this list needs to be classified by continent, when airlines are not exactly constrained by such boundaries. ( 19:12 27 Jun 2003 (UTC)

Basically agree. Economic ties (which is also largely affected by geography) is more relevant than boundaries of continents. — Instantnood 10:15, July 29, 2005 (UTC)

Probably for no other reason then helping to create a more manageable list. And yes, I would classify turkey under Asia too.--Huaiwei 10:18, 29 July 2005 (UTC)

Difficult question. The accession of Turkey to the EU will make it more complicated. Fortunately it's still long time to go. :-D — Instantnood 10:47, July 29, 2005 (UTC)

It is indeed difficult, but as far as geographic regions are concerned, Turkey is still largely considered Asian. Until major atlas publications around the world start listing Turkey as European and not Asian, wikipedia should not be the one making definitions for them.--Huaiwei 16:38, 29 July 2005.

Ticket revenue

Airlines assign prices to their services in an attempt to maximize profitability. The pricing of airline tickets has become increasingly complicated over the years and is now largely determined by computerized yield management systems.

Because of the complications in scheduling flights and maintaining profitability, airlines have many loopholes that can be used by the knowledgeable traveler. Many of these airfare secrets are becoming more and more known to the general public, so airlines are forced to make constant adjustments.

Most airlines use differentiated pricing, a form of price discrimination, in order to sell air services at varying prices simultaneously to different segments. Factors influencing the price include the days remaining until departure, the booked load factor, the forecast of total demand by price point, competitive pricing in force, and variations by day of week of departure and by time of day. Carriers often accomplish this by dividing each cabin of the aircraft (first, business and economy) into a number of travel classes for pricing purposes.

A complicating factor is that of origin-destination control ("O&D control"). Someone purchasing a ticket from Melbourne to Sydney (as an example) for AU$200 is competing with someone else who wants to fly Melbourne to Los Angeles through Sydney on the same flight, and who is willing to pay AU$1400. Should the airline prefer the $1400 passenger, or the $200 passenger plus a possible Sydney-Los Angeles passenger willing to pay $1300? Airlines have to make hundreds of thousands of similar pricing decisions daily.

Economic considerations

Historically, air travel has survived largely through state support, whether in the form of equity or subsidies. The airline industry as a whole has made a cumulative loss during its 120-year history, once the costs include subsidies for aircraft development and airport construction.[7][8]

One argument is that positive externalities, such as higher growth due to global mobility, outweigh the microeconomic losses and justify continuing government intervention. A historically high level of government intervention in the airline industry can be seen as part of a wider political consensus on strategic forms of transport, such as highways and railways, both of which receive public funding in most parts of the world. Profitability is likely to improve in the future as privatization continues and more competitive low-cost carriers proliferate.

Although many countries continue to operate state-owned or parastatal airlines, many large airlines today are privately owned and are therefore governed by microeconomic principles in order to maximize shareholder profit.

International

groups such as the International Civil Aviation Organization establish worldwide standards for safety and other vital concerns. Most international air traffic is regulated by bilateral agreements between countries, which designate specific carriers to operate on specific routes. The model of such an agreement was the Bermuda Agreement between the US and UK following World War II, which designated airports to be used for transatlantic flights and gave each government the authority to nominate carriers to operate routes.

Bilateral agreements are based on the "freedoms of the air," a group of generalized traffic rights ranging from the freedom to overfly a country to the freedom to provide domestic flights within a country (a very rarely granted right known as cabotage). Most agreements permit airlines to fly from their home country to designated airports in the other country: some also extend the freedom to provide continuing service to a third country, or to another destination in the other country while carrying passengers from overseas.

In the 1990s, "open skies" agreements became more common. These agreements take many of these regulatory powers from state governments and open up international routes to further competition. Open skies agreements have met some criticism, particularly within the European Union, whose airlines would be at a comparative disadvantage with the United States' because of cabotage restrictions.

Regulatory considerations

Many countries have national airlines that the government owns and operates. Fully private airlines are subject to a great deal of government regulation for economic, political, and safety concerns. For instance, the government often intervenes to halt airline labor actions in order to protect the free flow of people, communications, and goods between different regions without compromising safety.

The United States, Australia, and to a lesser extent Brazil, Mexico, the United Kingdom and Japan have "deregulated" their airlines. In the past, these governments dictated airfares, route networks, and other operational requirements for each airline. Since deregulation, airlines have been largely free to negotiate their own operating arrangements with different airports, enter and exit routes easily, and to levy airfares and supply flights according to market demand.

The entry barriers for new airlines are lower in a deregulated market, and so the U.S. has seen hundreds of airlines start up (sometimes for only a brief operating period). This has produced far greater competition than before deregulation in most markets, and average fares tend to drop 20% or more. The added competition, together with pricing freedom, means that new entrants often take market share with highly reduced rates that, to a limited degree, full service airlines must match. This is a major constraint on profitability for established carriers, which tend to have a higher cost base.

As a result, profitability in a deregulated market is uneven for most airlines. These forces have caused some major airlines to go out of business, in addition to most of the poorly established new entrants.

Asian Airline Industry

Some of the first countries in Asia to embrace air transport were India, Hong Kong, Indonesia, Malaysia, Pakistan and the Philippines.

One of the first countries in Asia to embrace air transport was the Philippines. Philippine Airlines was founded on February 26, 1941, making it one of Asia's oldest carriers and also the oldest operating under its current name. The airline was started by a group of businessmen led by Andres Soriano, hailed as one of the Philippines' leading industrialists at the time. The airline’s first flight was made on March 15, 1941 with a single Beech Model 18 NPC-54 aircraft, which started its daily services between Manila (from Nielson Field) and Baguio, later to expand with larger aircraft such as the DC-3 and Vickers Viscount.

Latin American Airline Industry

Along the first countries to have regular airlines in Latin America were Colombia with Avianca, Chile with LAN Chile (today LAN Airlines), Mexico with Mexicana de Aviación, Brazil with Varig, and TACA as a brand of several airlines of Central American countries (Honduras, El Salvador, Costa Rica, Guatemala and Nicaragua). All the previous airlines started regular operations before World War II.

The air travel market has evolved rapidly over recent years in Latin America. Some industry estimations over 2000 new aircraft will begin service over the next five years in this region.

These airlines serve domestic flights within their countries, as well as connections within Latin America and also overseas flights to North America, Europe, Australia, Africa and Asia.

Just one airline, LAN (Latin American Networks) has international subsidiaries: Chile as the central operation along with Peru, Ecuador, Argentina and some operations in the Dominican Republic.

The main hubs in Latin America are Sao Paulo in Brazil, Bogota in Colombia, Caracas in Venezuela, Guayaquil in Ecuador, Lima in Peru, Mexico City in Mexico, Buenos Aires in Argentina, and Santiago in Chile.

Latin American Airline Industry

Along the first countries to have regular airlines in Latin America were Colombia with Avianca, Chile with LAN Chile (today LAN Airlines), Mexico with Mexicana de Aviación, Brazil with Varig, and TACA as a brand of several airlines of Central American countries (Honduras, El Salvador, Costa Rica, Guatemala and Nicaragua). All the previous airlines started regular operations before World War II.

The air travel market has evolved rapidly over recent years in Latin America. Some industry estimations over 2000 new aircraft will begin service over the next five years in this region.

These airlines serve domestic flights within their countries, as well as connections within Latin America and also overseas flights to North America, Europe, Australia, Africa and Asia.

Just one airline, LAN (Latin American Networks) has international subsidiaries: Chile as the central operation along with Peru, Ecuador, Argentina and some operations in the Dominican Republic.

The main hubs in Latin America are Sao Paulo in Brazil, Bogota in Colombia, Caracas in Venezuela, Guayaquil in Ecuador, Lima in Peru, Mexico City in Mexico, Buenos Aires in Argentina, and Santiago in Chile.

U.S. Airline Industry

The first countries in Europe to embrace air transport were Finland, France, Germany, the Netherlands and the United Kingdom.

KLM, the oldest carrier still operating under its original name, was founded in 1919. The first flight (operated on behalf of KLM by Aircraft Transport and Travel) transported two English passengers to Schiphol, Amsterdam from London in 1920. Like other major European airlines of the time (see France and the UK below), KLM's early growth depended heavily on the needs to service links with far-flung colonial possessions (Dutch Indies). It is only after the loss of the Dutch Empire that KLM found itself based at a small country with few potential passengers, depending heavily on transfer traffic, and was one of the first to introduce the hub-system to facilitate easy connections.

France began an air mail service to Morocco in 1919 that was bought out in 1927, renamed Aéropostale, and injected with capital to become a major international carrier. In 1933, Aéropostale went bankrupt, was nationalized and merged with several other airlines into what became Air France.

In Finland, the charter establishing Aero O/Y (now Finnair, one of the oldest still-operating airlines in the world) was signed in the city of Helsinki on September 12, 1923. Junkers F 13 D-335 became the first aircraft of the company, when Aero took delivery of it on March 14, 1924. The first flight was between Helsinki and Tallinn, capital of Estonia, and it took place on March 20, 1924, one week later.

Germany's Lufthansa began in 1926. Lufthansa, unlike most other airlines at the time, became a major investor in airlines outside of Europe, providing capital to Varig and Avianca. German airliners built by Junkers, Dornier, and Fokker were the most advanced in the world at the time. The peak of German air travel came in the mid-1930s, when Nazi propaganda ministers approved the start of commercial zeppelin service: the big airships were a symbol of industrial might, but the fact that they used flammable hydrogen gas raised safety concerns that culminated with the Hindenburg disaster of 1937. The reason they used hydrogen instead of the not-flammable helium gas was because the United States was (and still is) the only source of helium and at the time the Americans refused to delivery helium to Germany.

The British company Aircraft Transport and Travel commenced a London to Paris service on August 25, 1919, this was the world's first regular international flight. The United Kingdom's flag carrier during this period was Imperial Airways, which became BOAC (British Overseas Airways Co.) in 1939. Imperial Airways used huge Handley-Page biplanes for routes between London, the Middle East, and India: images of Imperial aircraft in the middle of the Rub'al Khali, being maintained by Bedouins, are among the most famous pictures from the heyday of the British Empire.

[edit] Deregulation

Deregulation of the European Union airspace in the early 1990s has had substantial effect on structure of the industry there. The shift towards 'budget' airlines on shorter routes has been significant. Airlines such as EasyJet and Ryanair have grown at the expense of the traditional national airlines.

There has also been a trend for these national airlines themselves to be privatised such as has occurred for Aer Lingus (Ireland) and British Airways. Other national airlines, including Italy's Alitalia, have suffered - particularly with the rapid increase of oil prices in early 2008.

U.S. Airline Industry

The first countries in Europe to embrace air transport were Finland, France, Germany, the Netherlands and the United Kingdom.

KLM, the oldest carrier still operating under its original name, was founded in 1919. The first flight (operated on behalf of KLM by Aircraft Transport and Travel) transported two English passengers to Schiphol, Amsterdam from London in 1920. Like other major European airlines of the time (see France and the UK below), KLM's early growth depended heavily on the needs to service links with far-flung colonial possessions (Dutch Indies). It is only after the loss of the Dutch Empire that KLM found itself based at a small country with few potential passengers, depending heavily on transfer traffic, and was one of the first to introduce the hub-system to facilitate easy connections.

France began an air mail service to Morocco in 1919 that was bought out in 1927, renamed Aéropostale, and injected with capital to become a major international carrier. In 1933, Aéropostale went bankrupt, was nationalized and merged with several other airlines into what became Air France.

In Finland, the charter establishing Aero O/Y (now Finnair, one of the oldest still-operating airlines in the world) was signed in the city of Helsinki on September 12, 1923. Junkers F 13 D-335 became the first aircraft of the company, when Aero took delivery of it on March 14, 1924. The first flight was between Helsinki and Tallinn, capital of Estonia, and it took place on March 20, 1924, one week later.

Germany's Lufthansa began in 1926. Lufthansa, unlike most other airlines at the time, became a major investor in airlines outside of Europe, providing capital to Varig and Avianca. German airliners built by Junkers, Dornier, and Fokker were the most advanced in the world at the time. The peak of German air travel came in the mid-1930s, when Nazi propaganda ministers approved the start of commercial zeppelin service: the big airships were a symbol of industrial might, but the fact that they used flammable hydrogen gas raised safety concerns that culminated with the Hindenburg disaster of 1937. The reason they used hydrogen instead of the not-flammable helium gas was because the United States was (and still is) the only source of helium and at the time the Americans refused to delivery helium to Germany.

The British company Aircraft Transport and Travel commenced a London to Paris service on August 25, 1919, this was the world's first regular international flight. The United Kingdom's flag carrier during this period was Imperial Airways, which became BOAC (British Overseas Airways Co.) in 1939. Imperial Airways used huge Handley-Page biplanes for routes between London, the Middle East, and India: images of Imperial aircraft in the middle of the Rub'al Khali, being maintained by Bedouins, are among the most famous pictures from the heyday of the British Empire.

[edit] Deregulation

Deregulation of the European Union airspace in the early 1990s has had substantial effect on structure of the industry there. The shift towards 'budget' airlines on shorter routes has been significant. Airlines such as EasyJet and Ryanair have grown at the expense of the traditional national airlines.

There has also been a trend for these national airlines themselves to be privatised such as has occurred for Aer Lingus (Ireland) and British Airways. Other national airlines, including Italy's Alitalia, have suffered - particularly with the rapid increase of oil prices in early 2008.

Development since 1945

as governments met to set the standards and scope for an emergent civil air industry toward the end of the war, it was no surprise that the U.S. took a position of maximum operating freedom. After all, U.S. airline companies were not as hard-hit as European and the few Asian ones had been. This preference for "open skies" operating regimes continues, within limitations, to this day.

World War II, like World War I, brought new life to the airline industry. Many airlines in the Allied countries were flush from lease contracts to the military, and foresaw a future explosive demand for civil air transport, for both passengers and cargo. They were eager to invest in the newly emerging flagships of air travel such as the Boeing Stratocruiser, Lockheed Constellation, and Douglas DC-6. Most of these new aircraft were based on American bombers such as the B-29, which had spearheaded research into new technologies such as pressurization. Most offered increased efficiency from both added speed and greater payload.

In the 1950s, the De Havilland Comet, Boeing 707, Douglas DC-8, and Sud Aviation Caravelle became the first flagships of the Jet Age in the West, while the Soviet Union bloc had Tupolev Tu-104 and Tupolev Tu-124 in the fleets of state-owned carriers such as Czechoslovak CSA, Soviet Aeroflot and East-German Interflug. The Vickers Viscount and Lockheed L-188 Electra inaugurated turboprop transport.

The next big boost for the airlines would come in the 1970s, when the Boeing 747, McDonnell Douglas DC-10, and Lockheed L-1011 inaugurated widebody ("jumbo jet") service, which is still the standard in international travel. The Tupolev Tu-144 and its Western counterpart, Concorde, made supersonic travel a reality. Concorde first flew in 1969 and operated through 2003. In 1972, Airbus began producing Europe's most commercially successful line of airliners to date. The added efficiencies for these aircraft were often not in speed, but in passenger capacity, payload, and range. Airbus also features modern electronic cockpits that were common across their aircraft to enable pilots to fly multiple models with minimal cross-training.

Early Development

Tony Jannus conducted the United States' scheduled commercial airline flight on 1 January 1914 for the Saint Petersburg-routes, Braniff Airways, American Airlines, Delta Air Lines, United Airlines (originally a division of Boeing), Trans World Airlines, Northwest Airlines, and Eastern Air Lines, to name a few.

Passenger service during the early 1920s was sporadic: most airlines at the time were focused on carrying bags of mail. In 1925, however, the Ford Motor Company bought out the Stout Aircraft Company and began construction of the all-metal Ford Trimotor, which became the first successful American airliner. With a 12-passenger capacity, the Trimotor made passenger service potentially profitable. Air service was seen as a supplement to rail service in the American transportation network.

At the same time, Juan Trippe began a crusade to create an air network that would link America to the world, and he achieved this goal through his airline, Pan American World Airways, with a fleet of flying boats that linked Los Angeles to Shanghai and Boston to London. Pan Am and Northwest Airways (which began flights to Canada in the 1920s) were the only U.S. airlines to go international before the 1940s.

With the introduction of the Boeing 247 and Douglas DC-3 in the 1930s, the U.S. airline industry was generally profitable, even during the Great Depression. This trend continued until the beginning of World War II.

The first airlines

DELAG, Deutsche Luftschiffahrts-Aktiengesellschaft was the world's first airline.[citation needed] It was founded on November 16, 1909 with government assistance, and operated airships manufactured by The Zeppelin Corporation. Its headquarters were in Frankfurt. (Note: Americans, such as Rufus Porter and Frederick Marriott, attempted to start airlines in the mid-19th century, focusing on the New York-California route. Those attempts foundered due to such mishaps as the aircraft catching fire and the aircraft being ripped apart by spectators.) The five oldest non-dirigible airlines that still exist are Australia's Qantas, Netherland's KLM, Colombia's Avianca, Czech Republic's Czech Airlines and Mexico's Mexicana. KLM first flew in May 1920 while Qantas (for the Queensland and Northern Territory Aerial Services Limited) was founded in Queensland, Australia in late 1920.

Airline

An airline provides air transport services for passengers or freight, generally with a recognized operating certificate or license. Airlines lease or own their aircraft with which to supply these services and may form partnerships or alliances with other airlines for mutual benefit.

Airlines vary from those with a single airplane carrying mail or cargo, through full-service international airlines operating hundreds of airplanes. Airline services can be categorized as being intercontinental, intra continental, domestic, or international and may be operated as scheduled services or charters.

U.S. airlines to reduce international service as demand tumbles Atlanta carrier also may cut more jobs to cope with drop in demand for overseas flight

By Julie Johnsson | Tribune Newspapers
March 11, 2009
U.S. airlines are cutting back on once-lucrative overseas flights as a global recession prompts a sudden, steep decline in international travel.

Delta Air Lines Inc., the world's largest airline, announced Tuesday that it would reduce its international flying by 10 percent, starting in September. The Atlanta-based carrier also is mulling additional job cuts, even though 2,100 employees have accepted buyouts and will be departing Delta in the next few months.

Hardest hit will be flights to Europe and Asia, Chief Executive Richard Anderson and President Edward Bastian told Delta's 70,000 employees in a memo.

Delta plans to reduce its trans-Atlantic capacity by 11 percent to 13 percent and its trans-Pacific flights by 12 percent to 14 percent by exiting markets where it isn't making money, flying smaller planes on some routes, flying less frequently to some cities and eliminating year-round service.
United Airlines, meanwhile, expects to reduce its international capacity by 15 percent during the first quarter, Chief Financial Officer Kathryn Mikells told a conference of analysts and investors in New York on Tuesday.

Chicago-based United, which dominates flying from the U.S. to China, has been hurt by a 25 percent drop in the number of people flying across the Pacific as well as a plunge in business travelers, the carrier's core customer base.

Airlines around the globe are struggling to attract passengers amid an unprecedented decline in demand for travel, analysts said. Traffic has plummeted in nearly every region aside from the Middle East, according to the International Air Transport Association, an industry trade group.

Slowdowns in air travel are "usually a regional phenomenon and not occurring on both ends of an intercontinental route," said aviation consultant Robert Mann.

Passengers who can afford to travel amid the economic chaos are finding an abundance of cheap fares and room to stretch out on lengthy flights. Chicago attorney Stan Orszula said he has flown to Europe four times in recent weeks and has found economy cabins to have been half empty.That's because carriers are locked into summer schedules, crafted before traffic fell, and are turning to deep discounts to fill their seats, analyst said.

Despite this gloomy backdrop, Delta executives think their carrier will make money in 2009. Several analysts agree, saying airlines should benefit from lower fuel costs, particularly if the economy starts to pick up later this year.

"You never want to forecast your year from the first quarter," said Roger King, airline analyst with CreditSights Inc. "Everybody's pessimistic. But cash flow could be good this year unless demand really falls off a cliff."

Airlines fly to Karachi

Airlines flying to Karachi are listed here. You can view route information for airlines that fly to Karachi, compare the prices of both low cost and traditional airlines which fly to Karachi and book your flights by clicking the links below

Skyscanner allows you to find the cheapest flights to Karachi (from hundreds of airlines including Emirates, PIA and Etihad Airways) without having to enter specific dates or even destinations, making it the best place to find cheap flights for your trip. To book a cheap flight to Karachi, choose from the list of flights to Karachi below, or use the links at the side of the page to browse for more flight information. To start a new flight search, use the search controls above.

Airlines flying to Pakistan - by city

Airlines to KarachiAirlines to FaisalabadAirlines to Dera Ismail KhanAirlines to LahoreAirlines to GilgitAirlines to KadanwariAirlines to IslamabadAirlines to ChitralAirlines to SawanAirlines to PeshawarAirlines to Dera Ghazi KhanAirlines to PanjgurAirlines to MultanAirlines to BahawalpurAirlines to NawabshahAirlines to QuettaAirlines to GwadarAirlines to HyderabadAirlines to SukkurAirlines to SkarduAirlines to DalbandinAirlines to Rahim Yar KhanAirlines to SialkotAirlines to TurbatAirlines to Mohenjodaro

Airlines flying to Pakistan

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Air lines to Pakistan

Airlines flying to Pakistan are listed here. Click on the links to browse cheap flights to Pakistan and then compare the prices of other airlines flying to Pakistan.

Skyscanner allows you to find the cheapest flights to Pakistan (from hundreds of airlines including Emirates, PIA and Etihad Airways) without having to enter specific dates or even destinations, making it the best place to find cheap flights for your trip. To book a cheap flight to Pakistan, choose from the list of flights to Pakistan below, or use the links at the side of the page to browse for more flight information. To start a new flight search, use the search controls above.

E-Check-in

Shaheen Air's latest electronic check-in, boarding and baggage facility now saves your precious time and allows you to get computerized boarding card and baggage tags within seconds. Your luggage is easy to identify on arrival and more secured than ever before.

E-Ticketing

Now, whenever and wherever you are, you can avail our e-ticketing facility to book your tickets online at www.shaheenair.com. The time bound e-booking or computer generated Passenger Reservation Number (PNR #) will be confirmed upon payment at Shaheen Air office or your nearest travel agent. Your seat will be reserved and e-ticket will be generated. The user friendly website will further guide you through the simple steps of e-ticketing.

Cuisines

To serve you the delicious cuisines in the skies for a memorable dining experience, we have our own flight kitchen in Karachi and have arrangements with leading hotels in other cities, where fresh and mouth-watering meals are prepared in most hygienic environment under strict quality standards.

Services

Our in flight services and cabin comfort with extra leg space is what we offer you to keep your smile with each mile all the while. The warm welcome of our cabin crew on ground and on board will make you feel at home. With these value added services, its pleasure for Shaheen Air to welcome you back onboard, every time you fly with us.