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The History of Lauda Air

Lauda Air, the second carrier after only Austrian Airlines to establish a presence in Vienna, had a history of competition and cooperation with it.

Andreas Nikolaus “Niki” Lauda, ​​the son of a paper factory owner, who made a very different path from his father when he won the first Formula One world championship at the age of 26, took his reputation and invested his money. wealth in the airline that bore his name, Lauda Air Luftfahrt AG.

Obtaining an Alpair Vienna charter license for ATS 5 million in April 1979, he began chartering and operating taxis in partnership with Austrian Airlines with two Fokker F.27 Friendships.

It soon became apparent, however, that it could not keep up with the established Austrians in such a small market, and the F.27s were loaned to Egyptair.

Entering into a partnership with the Greek financier Basile Varvaressos, owner of the ITAS Travel agency, six years later, he leased two BAC-111-500s, a British twin-jet aircraft different from the SE.210 Caravelle and the Douglas DC-9 in size his. , is a design, from Tarom Romanian Airlines, to increase its fleet capacity to 208 seats in the plan and use it for charter and inclusive-tour (IT) in Greece and other European regions.

Demand was so high, however, that it soon outgrew capacity and the larger 737-200, this time acquired from Transavia Holland, replaced the BAC-111s. Later, both models were replaced by the more advanced 737-300s, which were used on the slow-growing connecting route.

In May 1986, Lauda Air applied to the Austrian Ministry of Transport for a license to operate international services for the first time. Approved in November of the following year, it marked the end of long-standing Austrian Airlines and the 235-passenger Boeing 767-300ER, with premium business and economy classes, which supported long-haul, international flights. The first, which took place on May 7, 1988, consisted of weekly flights from Vienna to Hong Kong via Bangkok. Later it was extended by the Vienna-Bangkok-Sydney section.

Built at odds with the flight attendants who had his name and often took the left seat of his plane as the pilot, he wanted to differentiate and attract passengers with quality, offering “Amadeus,” instead of just “business.” ,” class; feeding its planes with food from the famous DO & CO restaurant in downtown Vienna; with triangular, earthenware plates on their flights; and toting it all with the slogan, “Service is our success.” It was .

But his signature style was reflected in several other ways, including the high expectations of his staff, the uniforms that included the red baseball caps and blue jeans he wore himself, forced into retirement at 38 years of travel, and the airline’s so-called professional cinema, musicians, and artists, such as Bob Marley, John Lennon, Louis Armstrong, Ray Charles, Elvis Preseley, Janis Joplin, Greta Garbo, Gregory Peck, Pablo Picasso, and Ernest Hemingway. One, to show his passion, was naturally called “Enzo Ferrari.”

Proud, charismatic, and a racing hero who also won 26 Grand Prix races, he was perhaps the Austrian equivalent of Richard Branson.

By meeting the demand for low-cost, long-haul flights, Lauda Air grew rapidly. In 1985, for example, it carried 95,768 passengers and flew 2,522 hours with 67 crew members, while in the first ten months of 1987, it carried 236,730 passengers and flew 5,364 hours with 169 crew members, an increase of 147 percent.

By 1990, its fleet consisted of five aircraft – three 146-passenger 737-300s and two 235-passenger 767-300ERs – all of which were used to provide services to Europe, Africa, and the Middle and Far East. The planned routes remained between Vienna, Bangkok, Hong Kong, and Sydney.

It later received its European pilot’s license on August 23, 1990 – a right held by the Austrian flag carrier–Lauda Air to launch a service between Vienna and London-Gatwick with weekly 737-300 frequencies. But growth attracted more than just travelers. It also attracted other airlines.

Because Lufthansa saw its growth in the Austrian market and its routes to Eastern Europe as a potentially profitable asset, it announced a commercial partnership with Lauda Air in July 1992, (which was initially seen as an offensive move against Austrian Airlines, KLM. , SAS, and Swissair Alcazar Alliance), sealing an agreement the following January with an increase in revenue of 26.5 percent, using the Condor charter carrier, shortly after the two airlines launched a quad-weekly 767-300ER service to Los Angeles. “Lufthansa’s partner,” advertising the arrangement, appeared on Lauda’s plane.

The new Austrian carrier, which was no longer a shadow of Austrian Airlines, was now affiliated with a much larger company and its original, two-plane fleet quadrupled, now including four narrow-body 737s and four 767s, operating between Munich , Miami, and Los Angeles with Condor facilities.

Knowing the pain of competition from Austrian Airlines on routes between European countries, Lauda bypassed what would have resulted in low-cost 737s by ordering six flights of Canadair CRJ-100 Regional Jets in October 1993 to operate.

After being sent to Barcelona, ​​Madrid, Brussels, Geneva, Manchester, and Stockholm, it marked the beginning of summer time, which began to operate on March 27, 1994. Singapore, which replaced Bangkok in November of that year, served as a “bridge ” his new. “between Vienna and Sydney/Melbourne, and the weekly 767 service doubled. By the fall it operated 11 scheduled and 42 charter destinations.

On March 26 of the following year, Lauda Air established a second European hub, Milan-Malpensa, in partnership with Lufthansa, which now had a 39.7 percent stake in the new carrier, and based three of the six CRJ-100s there and operated them. Barcelona, ​​Brussels, Dublin, Manchester, Paris, and Vienna. Canadair Regional Jets, along with an increasing number of 737s, became the backbone of its European fleet.

His numbers were not embarrassing. Indeed, it carried 1.5 million passengers in 1995, the majority of which it served as business class passengers, and registered 1,200 by the following year.

However, it soon became clear that waiting for the withdrawal of the European Union would not be able to tolerate the twelve airliners unless they work on very small markets. Lauda Air has not been able to survive in the face of competition from Austrian Airlines once before. Because both medium- and long-haul, twin-engined aircraft from Vienna and providing extensive passenger service, a partnership between the two became inevitable.

Not surprisingly, it was already a little over in June 1996, when Austrian Airlines and Lauda Air operated one-way, two-way flights to Nice, Milan, and Rome with Regional Jet for the first time.

However, on March 12, 1997, this was expanded, when the three-carrier group of the Austrian Airlines Group, made up of Austrian Airlines itself, Lauda Air, and Tyrolean Airways, was created, each operating within its niche, based on its experience, its strengths . , and types of aircraft. The former, for example, remained the flag carrier for medium and long-haul segments, while Tyrolean served the domestic and regional markets with turboprop and pure-jet aircraft. Lauda Air, although it has retained its Asian and Australian flights, is now focusing on leisure destinations.

However, on September 24 that year, it took delivery of its second largest aircraft, the 777-200, which opened for service on the Vienna-Singapore-Sydney-Melbourne route the following month, replacing the venerable 767.

Two years later, all three carriers of the Austrian Airlines Group announced their intention to join the Star Alliance as a group and this became effective on March 26, 2000 when Niki Lauda resigned as CEO.

As a low-cost arm within a group of three airlines, Lauda provided medium- and long-haul planning services as well as travel management services for travel routes with four types, a fleet of 22 aircraft, to maintain itself.

But in 2004, the first steps to connect with the Austrian Airlines brand were made with the approval of the Austrian-Lauda Air cockpit crew agreement, and the OE-LAE aircraft became the first of four 767-300s to be re-packaged in the Austrian Airlines livery, bringing a new interior design. the interior is business with 24 seats and the economy configuration with 230 seats. Lauda Air itself returned to one group, the highest charter carrier within the group, which uses a small fleet of Boeing 737s and Airbus A-320s.

Throughout its history, it operated five basic types of aircraft, including 12 CRJ-100s, which were flown or sold to Austrian Arrows, Tyrolean Airways, Lufthansa CityLine, and Air Littoral. It also flew nearly all Boeing 737 models, including one 737-200 on loan from Transavia Holland early in its tenure, three 737-300s, three 737-400s, two 737-600s, two 737-700s, and seven 737-800s. , often use other routes to destinations such as London-Heathrow alongside Austrian Airlines’ A-320-200s or A-321-100/200s at times. It also flew only two A-320s.

Of its only Boeing widebody aircraft, it operated up to 11 767-300ERs at times, with registrations OE-LAE, -LAS, -LAT, -LAU, -LAV, -LAW, -LAX, -LAY, and -LAZ. Two also played for French subscriptions. OE-LAV was involved in a mysterious passenger transport accident in Thailand in 1991, resulting in the loss of 213 passengers and ten crew members.

Three 777-200ERs were also used, registered OE-LPA, -LPB, and -LPC. These, along with six 767s, were eventually flown by parent Austrian Airlines in their own models and replaced its long-haul Airbus A-330 and A-340 fleet.

Completely wrapped up in Austrian, however, Lauda Air ceased to exist on July 1, 2012.

Although Niki Lauda himself seems to have disappeared from the cockpit and bearer of his name, his respite was short-lived. Creating another low-cost, medium-sized, medium-sized European airline, Fly Niki, operated seven Embraer E-190s, three 150-seat Airbus A-319s (in Air Berlin models, which became smaller), and nine seats of 180 Airbus A-320-200s, carrying five million passengers that year and becoming the second largest operator in Vienna, giving competition and lower productivity to Austrian Airlines.

Everything begins again.

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