Madrid Barajas Airport
- CAPA Analysis
- Schedule Analysis
- Cargo Analysis
- Route Maps
- Airport Charges
- Fast Fact Report
- IATA Code
- ICAO Code
- Corporate Address
- Avda. de la Hispanidad, s/n, 28042 Madrid, Spain
- Domestic | International
- Airport Type
- Other airports serving Madrid
- Torrejon Airport
- 4100m x 60m
3500m x 60m
4350m x 60m
3500m x 60m
- Airlines currently operating to this airport with scheduled services
- Aegean Airlines
Air Arabia Maroc
Air Europa Lineas Aereas
Beijing Capital Airlines
Boliviana de Aviacion
CSA Czech Airlines
Cubana de Aviacion
Delta Air Lines
KLM Royal Dutch Airlines
LOT Polish Airlines
Norwegian Air International
Royal Air Maroc
Thomas Cook Airlines
Ukraine International Airlines
- Airlines currently operating to this airport via codeshare
- Air Austral
Air New Zealand
All Nippon Airways
China Eastern Airlines
China Southern Airlines
Hong Kong Airlines
Middle East Airlines
Pakistan International Airlines
South African Airways
Madrid Barajas (Adolfo Suárez) Airport is the main international gateway to Madrid, Spain. Among the busiest airports in Europe, Madrid Barajas hosts domestic, regional and international passenger and cargo services from over 60 airlines and is the major hub for airlines including Iberia, Air Europa, easyJet, Ryanair and Vueling. Madrid is a major European airport for passengers travelling to and from Latin America, with Spanish and Latin American airlines operating extensively between the two regions.
Location of Madrid Barajas Airport, Spain
Ground Handlers and Cargo Handlers servicing Madrid Barajas Airport
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Fuel & Oil Suppliers servicing Madrid Barajas Airport
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1,901 total articles
84 total articles
In a changing aviation world, as specificity and pragmatism become the norm for partnerships, every relationship is being reevaluated. Part of this is due to altered market dynamics, part to new aircraft types making thinner routes viable.
British Airways and Qantas moved to a different relationship when Qantas decided it needed to partner with Emirates; and now another of aviation’s old world partnerships, British Airways and Cathay Pacific, is showing signs of strain as Cathay reinforces its European network and BA seeks better access in mainland China.
For decades the airlines have used two of world’s pre-eminent hubs – at London Heathrow and Hong Kong – to transfer passengers beyond. While the relationship continues, it is having to evolve in order to meet the pressures of the new world.
Cathay has needed BA’s short haul Heathrow feed to sustain about two of its five London flights (a sixth will be added in Sep-2016 with a new London Gatwick A350 service) while BA has unsuccessfully sought Cathay’s access to other Asian markets, in particular mainland China, and Australia. Cathay has grown its online presence in Europe from six cities in 2010 to 10 in Sep-2016. More Hong Kong-Europe non-stops will open as the A350 fleet grows. Local partnerships, albeit small, are following in many ports.
BA’s mainland China presence is a strategic imperative, and Cathay is blocking favourable connecting flights. Instead BA is looking to grow its online China network and partner with a Chinese carrier; China Eastern and China Southern are the obvious picks. In tandem with this, British Airways is adding a second Shanghai flight using peak London Heathrow slots.
Chinese airlines have finally kick-started international growth, expanding 37% in the first eight months of 2015. This equates to an additional 7.38 million passengers in 8M2015 compared to 8M2014. This almost equals the 7.39m passengers Chinese carriers added between 8M2010 and 8M2014. The volume growth Chinese carriers used to achieve over four years is now being achieved over just a single year.
With countries continuing to liberalise visas for Chinese nationals, and the Chinese government directing airlines to expand internationally, this faster international growth is the new norm. Although most international Chinese traffic is short haul, the accelerated growth is seen with long haul expansion: Sichuan Airlines launched long haul flights in 2012 and not another Chinese carrier went long haul until Xiamen Airlines in Jul-2015. Beijing Capital Airlines followed in Sep-2015, and 2016 could see two more airlines – Tianjin Airlines and Tibet Airlines – fly long haul. 2016 will see at least 10 Chinese airlines operate widebody aircraft. This report looks at the long haul growth from China's secondary carriers that will increasingly become intercontinental names.
Latin American airline group Avianca is attempting to mitigate tough conditions in the region, particularly a sharp devaluation of the currency in its largest market Colombia. Steps the company is taking to counteract weakness in Colombia and throughout Latin America include a domestic capacity reduction within Colombia and fleet adjustments that include both deferral of aircraft deliveries and grounding of its subfleet of Embraer 190 aircraft.
Similar to most airlines operating in Latin America, Avianca is attempting to match its supply with demand and shore up yields, even if that means sacrificing some market share, as is the case in another one of its large markets Peru.
The worsening conditions in Latin America have forced Avianca to join most of its rivals operating in the region to issue a downward revision of its EBIT margin for 2015, a discouraging sign for a company that embarked on 2015 in a seemingly better position than its rivals.
Iberia is emerging as the star pupil in the IAG airline academy, studiously following its 'Plan de Futuro' restructuring programme. It has learnt how to achieve labour productivity improvements and unit cost reductions. With Iberia Express, it has demonstrated it is possible for legacy airlines to launch subsidiaries that combine an LCC cost base with a full service brand.
After receiving punitive beatings in the form of capacity reductions, its diligence is now being rewarded with new aircraft orders and double digit ASK growth in 2015, thanks largely to Latin American expansion (and returning to routes suspended during its restructuring). Brimming with new-found confidence, Iberia is IAG's biggest contributor to ASK growth in 2015.
Iberia is not yet qualified to graduate by recovering its cost of capital, but is on track to achieve this, in accordance with IAG's target, by 2017. As with all airlines, sustainable profitability may require some benevolence from the macro environment, which can deliver harsh movements in unit revenue and in fuel prices. However, Iberia's sharp focus on labour CASK, fuel efficiency and non-fuel overheads should soften the impact of any deterioration in external conditions.
Brazilian Airline TAM of the LATAM Airlines Group has continued to expand internationally during 2015 even as it has revised its domestic capacity forecast from flat to a reduction of up to 4% for the year amid a continuing weakening economy in Brazil.
Some of the international build up is occurring from Brasilia, where TAM has also made a regional domestic push in 2015. TAM is also continuing studies of the establishment of a hub in the northeastern region of Brazil to enhance its trans-Atlantic network. The airline’s evaluations show that despite Brazil’s economic weakness, it is necessary to have a strategy in place to exploit the demand once the economy starts to rebound.
TAM remains the international market share leader among Brazilian airlines, and has the strategic advantage of capitalising on the network of the LATAM Airlines Group to balance the weaker conditions in Brazil. But Brazil will likely continue to drag down LATAM’s fortunes in the short term.
Cathay Pacific remains attached to its premium business model, which in 1H2015 showed some improvements from a low base while profits from subsidiaries and associates – namely an unhedged Air China – greatly helped the bottom line. "We must be doing something right," chairman John Slosar said.
But the going is getting tough. A 12% decrease in fuel net of hedging losses was largely passed on to consumers with a 9% decrease in yields, although there is some impact from foreign exchange. Premium long haul demand remains soft. Cathay's recipe for relying on efficiency improvements could be reaching a ceiling: aircraft utilisation may be tempered to address growing congestion while load factor is at 86%. A350s, and later, 777Xs bring improvements but other gains will be precious. Cathay must rely on incremental improvements to remain ahead of competitors that have better geography and bigger local markets. Restructuring of China's bloated state-owned airlines was once a fantasy but is now coming into focus, a concern for Cathay.