View allAll Photos Tagged lufthansa
McDonnel Douglas MD-11 flying vertically airport Jundiai - SBJD / QDV for approach and landing at the international Airport Viracopos in Campinas - SBKP / VCP
This jet makes regular runs to Boston. This is my second sighting of it this week. Note the reflection of the water she is passing over on her fuselage.
Lufthansa came quite late to the Airbus A330, the airline was well-known however for being one of the early customers for the Airbus A300/A310 and the A340 so was only natural for them to order the A330 family.
The first A330's arrived in 2002, these being the Airbus A330-200's although these were leased second-hand with all of them gone by 2006. The first official order for the Airbus A330's came in 2004 and the final delivery in 2014.
There are currently 19 Airbus A330's in service with Lufthansa, all of which are on the A330-300. The A330's are split between 2 bases at either Frankfurt and Munich. Currently, 12 A300-300's are based at Frankfurt whilst 7 are based at Munich.
Kilo Delta is one of 12 Airbus A330's currently based at Frankfurt. Delivered new to Lufthansa in October 2004 and she is powered by 2 Rolls-Royce Trent 772B-60 engines. Kilo Delta is named after the city of Siegen in South Westphalian.
Airbus A330-343X D-AIKD 'Siegen' powers along Runway 18 at Frankfurt (FRA) on LH562 to Abuja (ABV) then Malabo (SSG).
Lufthansa's first flight from Munich, operated with an Airbus A350-900, lands in San Diego. Prior to the pandemic, Lufthansa was serving San Diego from Frankfurt using an Airbus A340.
6-5-2013 - Lufthansa, Airbus A340-313X. Named "Viersen".
The aircraft has recently undergone a C-Check at Lufthansa Technik Malta (LTM) and is now in open air storage until at least July (as you can see in this shot, all of the engines have been temporarily taped up). This is one of the A340's that is ear marked to leave the Lufthansa fleet this year.
Info:
Aircraft was built in 1999 and carried the test reg. F-WWYJ. It was delivered to Lufthansa on 20-12-1999.
C/n - 304
In January 1926, the cash-strapped German government forced the merger of two independent airlines, Deutscher Aero Lloyd (owned by German shipping company Hamburg-America) and Junkers Luftverkehr (owned by aircraft company Junkers) rather than bail them out of bankruptcy. The two airlines chose the name Deutsche Luft Hansa, combining the German name for “air” and the name of the Hanseatic League, a trading group that had linked northern Europe during the medieval era. Operations began from its base at Berlin-Templehof with Fokker F.IIs on domestic routes in northern Germany.
Luft Hansa rapidly expanded by investing in and starting up other airlines. This included Deruluft, owned jointly with the Soviet government and the forerunner of Aeroflot, allowing Luft Hansa a long-range flight to Moscow; Iberia in Spain; and Syndicato Kondor in Latin America (forming the basis for a number of later South American airlines). The airline was on the forefront of airliner development in the 1920s and 1930s, introducing at the time unheard-of long-distance flights to North America with flying boats, to China (albeit with a number of stops along the way), and inflight meals. Larger and more efficient airliners were introduced, with Luft Hansa taking advantage of its relationship with Junkers: this included the massive Junkers G.38, allowing nonstop service between Berlin and London, and the Junkers Ju 52, a remarkably reliable aircraft that became the airline’s mainstay. In 1939, the introduction of the Focke-Wulf Fw 200 Condor allowed for nonstop transatlantic flights from Spain to South America, flights to Tokyo with only one stop in Moscow, and nonstop service between Berlin and New York, though the outbreak of World War II ensured that only a few experimental flights were made.
Luft Hansa also benefited from an early relationship with the Nazi Party, and the airline served as cover for many secret Luftwaffe projects, including bombers like the Heinkel He 111 and the Dornier Do 17. Most of its aircraft were nationalized and absorbed into the Luftwaffe at the beginning of World War II, though a few scheduled services continued until 1944, by which time the Allies achieved air superiority over Germany and anything that flew was subject to being shot down. Luft Hansa ceased to exist with the Third Reich it supported in 1945.
In 1953, with the creation of West Germany, a number of former Luft Hansa employees founded a new airline, Luftag, which they hoped would become the new flag carrier; the new airline placed an order for Convair CV-340s and Lockheed L-1049 Constellations, even though the Allies had not yet granted Luftag the right to fly over its own territory. This was granted soon enough, and in 1954, Luftag bought the rights to resurrect both the Luft Hansa name and its soaring eagle logo, changing its name to the more simple Lufthansa. The new Lufthansa used its CV-340s on domestic routes and the Constellations on transatlantic routes to New York. Unable to operate from its former base in Berlin due to postwar Allied restrictions, Lufthansa moved its main base to Frankfurt, which would spur that airport’s growth to eventually become Europe’s largest.
Lufthansa grew alongside West Germany, becoming a beneficiary to the German economic miracle of the 1950s and 1960s. Vickers Viscount turboprops replaced the CV-340s, and in 1960, Lufthansa entered the jet age when it replaced the Constellations with Boeing 707s. Such was the demand for air travel that the airline adopted an all-jet fleet, becoming the launch customer for the most-produced postwar airliner, the Boeing 737, in 1965. Soon Lufthansa’s distinctive blue tails and golden eagles were becoming a regular sight worldwide, and by 1970—when Lufthansa received its first Boeing 747s—it was serving every continent.
By the mid-1980s, Lufthansa had become Europe’s largest airline, and second only to British Airways in destinations served. Moreover, it was well-run, allowing Lufthansa to survive rocky times for airlines in the mid-1990s and after 9/11. The reunification of Germany in 1989 allowed the airline to return to Berlin for the first time since 1945. Lufthansa also owned its own charter airline, Condor, until it was sold to Thomas Cook in the late 1990s.
Today, Lufthansa maintains its status as Europe’s largest airline by fleet size and passengers carried. It has expanded considerably over the past two decades, and owns outright seven other airlines operating under their own names, and controlling interests in five others. It is the only airline to operate both the Airbus A380 and the stretched Boeing 747-800, and was one of the founding members of the Star Alliance codesharing airline alliance. Though it experienced an uncommon series of loss years recently, Lufthansa’s size, reputation and extensive network guarantees its survival for the foreseeable future.
Lufthansa flight 335 on final approach into Frankfurt Airport (FRA) from Naples International Airport (NAP). Airbus A321-200.
Lufthansa B747 with World Cup 2014 livery "FanHansa". Will they now come out with a World Cup 2014 "Champions"
livery?