Condor apre 8 rotte da Francoforte: anche Malpensa e Fiumicino

malpensante ha scritto: ↑ven 17 gen 2025, 00:53:08 Dal 1 maggio volo 2xd:

FRA 06:40 MXP 07:50
MXP 09:00 FRA 10:10

FRA 15:05 MXP 16:15
MXP 17:35 FRA 18:45

FCO sembra rimanere 1xd

In ottica di fedeer ai propri voli LR questi orari sono più sensati

Nel frattempo, la Commissione Europea ha imposto a LH di ripristinare a Condor l’accesso alla propria rete di corto raggio, in ottica di feed:
https://www.reuters.com/business/eu-or ... 025-01-15/

Il provvedimento è temporaneo, nell’ambito di un’inchiesta in corso sulla competizione su LR a FRA.

Questa un’analisi su OneMileAtATime:
https://onemileatatime.com/news/condor ... r-flights/

Aggiornamento: visto lo stop agli accordi di feederaggio con Lufthansa, Condor raddoppia le frequenze su diverse nuove rotte europee, con operativi adatti per i transiti. MXP-FRA aumenta a 2x daily. FCO-FRA al momento resta 1x daily.

Condor Expands Planned City Trip Service Additions in NS25

Published at 1000GMT 17JAN25

Condor this week filed revised operation to its planned “City-trip” service, scheduled to commence on 30MAR25. The second revision to its planned service now sees the addition of 2nd daily flight to Berlin, Hamburg, Milan Malpensa, Munich, Prague and Zurich.

Frankfurt – Berlin eff 30MAR25 2 daily A320ceo/320neo (Previous: 1 daily A320neo; Original: 1 daily A320ceo)
DE4095 FRA0715 – 0820BER 320 D
DE4087 FRA1450 – 1555BER 32N D

DE4086 BER0900 – 1010FRA 32N D
DE4094 BER1745 – 1855FRA 320 D

Frankfurt – Hamburg eff 30MAR25 2 daily A321ceo (Previous: 1 daily A321ceo; Original: 1 daily A320ceo)
DE4179 FRA0645 – 0750HAM 32B D
DE4181 FRA1515 – 1620HAM 32B D

DE4180 HAM0850 – 0955FRA 32B D
DE4178 HAM1730 – 1835FRA 32B D

Frankfurt – Milan Malpensa eff 01MAY25 2 daily A320ceo (Previous: 1 daily A320ceo)
DE4355 FRA0640 – 0750MXP 320 D
DE4357 FRA1505 – 1615MXP 320 D

DE4356 MXP0900 – 1010FRA 320 D
DE4354 MXP1735 – 1845FRA 320 D

Frankfurt – Munich eff 30MAR25 2 daily A321neo (Previous: 1 daily A321neo; Original 1 daily A320ceo)
DE4427 FRA0650 – 0755MUC 32Q D
DE4305 FRA1520 – 1610MUC 32Q D

DE4304 MUC0900 – 0955FRA 32Q D
DE4426 MUC1750 – 1850FRA 32Q D

Frankfurt – Prague eff 01MAY25 2 daily A320ceo (Previous: 1 daily A320ceo)
DE4409 FRA0640 – 0740PRG 320 D
DE4407 FRA1450 – 1550PRG 320 D

DE4406 PRG0850 – 0950FRA 320 D
DE4408 PRG1750 – 1850FRA 320 D

Frankfurt – Rome Fiumicino eff 01MAY25 1 daily A320ceo (unchanged)
DE4419 FRA1505 – 1655FCO 320 D
DE4418 FCO0820 – 1010FRA 320 D

Frankfurt – Vienna eff 30MAR25 1 daily A321ceo (Previous: A320ceo; unchanged)
DE4349 FRA1450 – 1605VIE 32B D
DE4348 VIE0740 – 0900FRA 32B D

Frankfurt – Zurich eff 30MAR25 2 daily A320ceo (Previous: 1 daily A320ceo)
DE4311 FRA0615 – 0705ZRH 320 D
DE4313 FRA1455 – 1545ZRH 320 x3
DE4313 FRA1510 – 1600ZRH 320 3

DE4312 ZRH0805 – 0900FRA 320 D
DE4310 ZRH1755 – 1850FRA 320 3
DE4310 ZRH1800 – 1855FRA 320 6
DE4310 ZRH1800 – 1900FRA 320 7
DE4310 ZRH1810 – 1905FRA 320 x367

aeroroutes.com

Con questi orari e macchine che originano lato FRA non ci sarà più la questione che la macchina "dorme" a MXP.

Ora vediamo se cambia qualcosa con il ripristino dei feeder LH...

Con l'avvio delel operazioni di feederaggio Condor offrirà alternative low cost per diverse destinazioni vacanziere.

Ecco qualche esempio pubblicato oggi su "PiratiInViaggio"

Immagine

Questa mattina c’è stato a Milano l’incontro con la stampa.

Il battesimo ufficiale del volo per Francoforte avverrà il primo lunedì feriale, cioè il 5 maggio.

La seat map dei 339 Condor è decisamente diversa da quella di una linea aerea leisure italiana come Neos. Tra l’altro gli aerei sono nuovissimi, al massimo hanno due anni e mezzo, se non ho capito male
Immagine

Le possibilità di connessione che saranno disponibili da Milano. Si aspettano che i transiti italiani a FRA con i voli USA, compreso quello per PMO via ulteriore stop a FCO, saranno molto usati dall’incoming
Immagine

Hanno un network e frequenze davvero invidiabili.
Grazie marco per la condivisione

A giudicare dalla presentazione il prodotto mi pare paragonabile alle legacies. Ai tempi che furono (LH Group) Condor era decisamente più "spartana" (a mia memoria).

I loro mercati tedesco, svizzero, austriaco e pure americano sono molto più ricchi di quello leisure italiano.

Anche Discover di Lufthansa offre prodotti simili. Naturalmente hanno anche una discreta quota di passeggeri d’affari, che vorrebbero portare al 50%.

malpensante ha scritto:I loro mercati tedesco, svizzero, austriaco e pure americano sono molto più ricchi di quello leisure italiano.

Anche Discover di Lufthansa offre prodotti simili. Naturalmente hanno anche una discreta quota di passeggeri d’affari, che vorrebbero portare al 50%.

Ricchi e con una grande propensione al volo. Da ricordare che lo stagionale su Whitehorse, che riprenderà l’anno prossimo S26, è da più di 20 anni una pietra miliare del network con il target in quella fascia di clienti che amano passeggiare e natura che nel mondo tedesco sono davvero tantissime.

Inviato dal mio iPhone utilizzando Tapatalk

Grazie per i dettagli interessanti
I prezzi base sono molto appetibili, ovviamente poi bisogna aggiungere tra gli optional il bagaglio da stiva e altre opzioni

Da capire com'è il prodotto in Economy, qualcosa online si trova, la premium economy è molto estesa

da airliners.net

Immagine

Ne deduco che si può volare daily anche solo da PMO a FCO (e viceversa).

Però il volo parte da Palermo alle 5:50, molto presto anche per l’utenza business.

Bio di Peter Gerber, CEO di Condor Airlines:

“Peter Gerber took over as Chief Executive Officer (CEO) of Condor on February 1, 2024. He is also President of the Federal Association of German Airlines (BDF).

Prior to this, Peter Gerber held management positions in the Lufthansa Group for over 30 years - including serving on the Executive Board of Lufthansa Airlines, as CEO and CFO of Lufthansa Cargo and most recently as CEO and CCO of Brussels Airlines. He also held the position of Chief Representative for European Affairs at the Lufthansa Group and was President of the German Aviation Association (BDL).”

AI con pochissime mie correzioni

Thank you very much, and welcome again from my side. Ladies and gentlemen, and it's just a few slides and a few question and answers between now and after the keynote, so I think we should make it. And the same thing is, of course, we are on time, which is great. I am not sure whether we will have all our flights during the summer on time, but as a start, it works very well, and of course, we try to move into this direction.

Italy, one of our most important markets outside of the German speaking communities, so Germany, Switzerland, and Austria. Italy has been a very important market for us ever since, and of course, we are delighted that always a lot of Italian customers are flying with Condor. Especially also on the long haul side. We come to this in a moment, but I think first I try to give a few glances on Condor and what Condor is all about.

Of course, the main thing you see here, Condor is all about stripes. That's absolutely clear. So all planes you will always recognize in every airport of the world and also in the air flying. Everybody knows these stripes only Condor has. And here is a little overview from what I want to show you today. A little overview about Condor. Then most important, of course, for you and our customers, the network offer for Italy.

And then a few words on customer experience because when you fly, you want to fly in a nice way. This is also, of course, what we try. So this is Condor at a glance. You see a company with around 8,5M clients. We see aircrafts growing with a nice mix between long haul and short haul planes, and most of these planes are brand new. I'll come to this later in a minute. And you see we are around 5,500 employees at Condor. Also, they are growing.

I expect to surpass the mark of 6,000 employees last year, as well as a turnover beyond 2 billion euros in the meanwhile. And also, on the passenger side, we do believe next year will surpass the mark of 10 million passengers, which shows Condor is not only the second-biggest airline in Germany, it's a growing airline, much faster growing than our big competitors from Lufthansa Group, Edelweiss.

I think the most important thing is our NPS, the Net Promoter Score. I think we are very much striving to, Condor used to be as one of the classic touristic airlines around 15, whoever is familiar with the Net Promoter Score knows that it is not really great, but when we, after the bankruptcy of the Thomas Cook Group and the Corona pandemic, we are on our own. We started to improve Condor.

Service and versatility. And what this meant is now the NPS is clearly improving and this shows our customer life, the investments we did in planes into service and we expect also the NPS growing even further maybe into the direction of 50, which is then an NPS which can compete with the big line carriers in the world.

The same thing which is also very important is that we had quite a big […] growth last year, 45% especially on the North Atlantic and I have to say this surpassed all expectations, especially from the U.S. side. Maybe 50% from our traffic in the U.S. comes from U.S. customers. They did not know nothing about Condor as they don't know about. any European carrier, but they like the stripes.

And so we had 50% American guests, which was a great achievement. And what you see also here, central for us, our staff, we are proud of. Staff normally is very friendly, having this leisure vibe, which our customers like so much. And what is also clearly improving, is the on-time performance. On-time performance, like we have it here now for our meeting, but all in all, you do know this was a big headache during the last years after the Corona pandemic, because the airports were lacking staff. The ATC is a constant problem, and I'm glad that it improved quite a bit. Of course, it's our efforts and our work, but it's also the work of our partners, especially at the airports, Frankfurt, Düsseldorf, which improved quite a bit last year. And so also, the on-time performance. is getting better and we can expect even better data, even better numbers. With one exception, ATC will remain a big headache in Europe also this summer. Capacity of aviation, of air traffic is growing, but the capacity of ATC, of air traffic controls around Europe is not growing. The whole project of single European sky is a mess, it never worked out. The only thing which works is that the costs are skyrocketing, so this is really the worst thing in European aviation.

So, what about our planes? When it comes to flying to airlines in the end, it's all about planes. Of course, we are very passionate about our planes, we are very excited when it comes to our planes and most of the customers are too. And you see here now our... our latest achievement, is our fleet of A330-900. We have a brand new fleet of Airbus A330-900, 18, very homogeneous, the same product, the same engines, and none of the planes is older than two and a half years. Most of them are younger than one year, so it's maybe at the moment the youngest fleet in Europe on the longboard side, and what you can see here is our configuration. We have quite a big business class, and also there I'm proud to say that at the moment this is the best business class, you can fly from Germany or from Austria, because it's quite a bit better than the Lufthansa business class, because Lufthansa business class, as you know, is more than ten years old. They now start to roll over to the business class. but it will take another three or four or five years. Whereas here, we have a brand new product, with brand new seats and good service. And this is also the feedback we get from our customers. If they're able to fly a Condor Long Haul, they choose the Condor Business Class. We've also brought some premium, where the economy is unchanged compared to the old planes we flew before. It was the old 767. Of course, it served us tastefully, but it was more than 30 years old. Quite a bit of a mess. So we are glad that we can't change this. And the last thing which I want to draw your attention to, is the cargo space, because the 330 is a great cargo plane. Normally, you could always fill up the plane with more than 10 tons of cargo, and you can really load all sorts of cargo. This was very difficult with the 767. Now, with the 330, we are leaving. back in the cargo market with our network. I come to […] really now cherish us as a reliable partner, and so also our cargo business is quite a bit growing at the moment.

So, and now the most important thing, because the most important thing is not our planes, it's not Condor, it's not me, but it's our ladies, our representatives in Italy.

It's Lorna and Victoria here, I'm proud to have them here. Yes? Hello? So, and I give them the opportunity to introduce themselves, with a proper language, I'm afraid I'm not able to do so, so please. I'll stand up, so.

[…]

I think we could talk about and now we see here how we try to expand and improve our network. What is already known, of course everybody who does aviation already knows, is that we fly to Olbia. We increased this a little bit, but we have done this ever since, to Sardinia. And the second thing is that we also fly since many, many years. What is new, new is now our city trips.

We have, it's first of all, Fiumicino, Roma, which already started with a daily service. And now from May on we will also start Milano with two times a service daily. And what we also do is Palermo, flying from Roma to Palermo for an overnight stand. That's it. And then from Palermo to Roma and again back to Frankfurt because the flights, Milano and Roma, these are flights flying to Frankfurt, to our hub, to connect also our Italian customers with our long-haul opportunities.

So it's two things. First of all, the city flights is an alternative to the big group you know. They have quite a monopoly, so we try to offer a little bit a different product and alternatives for the customers in Italy. But the second thing is also, of course, connecting to our long-haul products. And this is what you see here. It's quite a bit. A lot of people don't know this, but Condor has quite a broad network from Frankfurt to the world. You see the North Atlantic quite a bit, and also the Caribbean part and Mexico being quite big.

New is Panama City, and there you can connect to Middle and South America. Which is also quite pleasant to do this with Copa. And on the other side, we fly to Africa, to the Indian Ocean, and of course to Asia. And meanwhile, when it comes to Bangkok and Phuket, and first of the time, we see also to Sanya, so the first Chinese destination, with a tag flight from Bangkok. So, showing we have quite a diverse network in the meantime, and what we do is, we try to fly, of course, where our customers want us to fly, but the second thing is, we fly there, where we have big partners, where we can broaden our network and make clear that we have a feed-to-feed for our customers.

So, meaning, when we fly to the US, our most reliable partner is the Alaska Airlines, connecting. As with all parts of the US, and even Hawaii, where they fly to is the shortest trip, if you want to go to Hawaii, the shortest flight time, take it via Frankfurt. The second thing and the second big partner in Canada is WestJet, also working very well. Meanwhile, both partners have a code share and the third one in the US is Jet Blue for the East Coast.

So we have quite a network and what we use as an advantage is that we are not part of one strict alliance, so we can choose the partners who like to work together with us and we can so at the most benefit for our customers. As I mentioned already, in Middle America we have a big partnership with Copa, so the possibility to fly to South America, Middle America via Panama City is quite a great one. And when it comes to South Africa and also to Thailand, to Bangkok, we also have big partners working with us.

The biggest partner, of course, in the eastern part of the world is Emirates. We are proud that we have a code share here with Emirates. And meanwhile, and it's not only UAE, but it's beyond in the world, giving our customers the opportunity to really use the extent of the network of Emirates. So, so far to our network, but maybe we'll also talk if you have the right plane and you find the right route or the right destination that you fly to, it's always a question also how you get there. Is it pleasant? Is it not pleasant?

And here I think we are quite proud to say that we have a good competitive offer. As we know that especially Italian customers like a great deal if the product is good, if the food and the drinks are decent. So I want just to mention this here. The short haul side is of course more or less this or also other competitors offer. But I can say there is normally we have newer planes because the road over from the 320, 321 we have to 321, 320neo is ongoing at the moment, we already have eight of these planes and during the next two years we will try to roll over the whole fleet, of course, and this is the but, if Airbus delivers on time. Everybody knows there are problems, the problems are not getting smaller because Boeing can't serve the rest of the world or has big problems in this very moment and this means we may have to be patient here and there in a way, […] have quite a monopoly, of course, we have quite a good relationship but there can be delays which means eventually it takes us a year more than we thought we had.

And our flagship product is clearly the long haul side of our business, and we have quite a good relationship but there can be delays which means eventually it takes us a year more than we thought we had. And our flagship product is clearly the long haul side of our business class, it's really good. Really good product with 30 seats, and if you want to have kind of a first class experience, the first four seats we call prime seats, there's even a little bit more space, there's even a little bit more service, and I would say it's a little bit between business class and first class, you know, from the American character, business first, or how you would call it, but I think it moves into this direction.

But also, our premium product is quite good, and for all parts [in the Ecopark], I think we have quite a decent food order, and we have Europe's largest selection of movies, and it's also important, if the flight lasts long, sometimes it's very good. You can watch the right movie. So, and this is a little bit in the moment, not so much on top of the mind.

t used to be during the last years, you know. The so-called Green Deal in the EU Commission, everybody talked about it, everybody tried to contribute to it. At the moment, under the influence of the US administration and others, it's not so much in favor. But I personally am convinced, and so is our management team, that of course, for the future generations, we really have to work on it. And this was one of the reasons, investing into the 330neo, because it's one of the, I could say, greenest planes you could buy on Earth, especially with these engines.

Because when you ask people, and I do this quite often in discussions and presentations, I ask them, what do you think, how much fuel per person does such a plane use? And most of the people not being so familiar, like you, with aviation, they say 20 liters, 40 liters, whatever. And here we are in the end. It's two liters. This is the real, this is the real number, meaning with our seat belt factor of around 90%. 100% would be even less. So doing it like the car producers do it, they say, yeah, it's five liters if you don't drive. Well, that's more or less that. But now it's a real number, meaning two liters per 100 kilometer per passenger. And this shows how big the steps, the technological steps are to get, to send sustainable aviation. And when you add now that the production of sustainable aviation fuel is now ongoing, you do know we have to use 2% already by the new law. And this is, of course, climbing. I think if the states would do a little bit more of their homework like we did, you are not so far from sustainable aviation. So I am quite convinced that we can reach our goals happening, the CO2 emissions by 2030, and then maybe be neutral in 2050. If it's not, then it's not. If it's not achieved, it's clearly within reach. So I think also there we will, of course, increase our efforts on the short-haul side to get similar results because of the 320 and the 321 meal and I think this is something we really should aim for. Of course it's costly, of course it needs investment, but we do believe it's very important for our environment.

So with this I want to end my short presentation about Condor, about what we are doing, about what we are looking forward to also in the Italian market. And of course now I'm very happy to answer all of your questions so far. Thank you very much for this.

Aeroporti Lombardi
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