INN Innsbruck

How deep the INN board really is

The table above says where a courier can fly from INN. This reads the same 16 destinations back for the questions a dispatcher asks second: how much of the board rests on one airline, how much of it runs less than daily, whether the return leg is as thick as the outbound, what the clock here does to a Gulf working day and which of the destinations shut at night, all of it computed on 2026-09-07 from AeroDataBox scheduled route statistics.

• 16of the 16 destinations are flown by one airline
• 15destinations run less than once a day
• 0destinations have four or more departures a day
• 37.5%of the destinations name Eurowings, the largest presence here

Who holds the departures at INN

Eight airlines appear on the INN board and they do not hold it evenly. Eurowings is on 6 of the 16 destinations, 37.5 per cent of them, and on 6 of those it is the only airline flying the sector. The destinations it appears on carry 1.3 of the 5.7 departures a day this airport files, though other airlines fly some of the same sectors, so read that as reach rather than as a share of the aircraft.

The next largest presence is Universal Air on 3 destinations. 5 of the 8 airlines at INN appear on a single destination each, which is the long tail every airport carries, and none of it is a rebooking option when the sector you need is the one that fell over.

That is a middling concentration at INN: one airline on 37.5 per cent of the destinations and the other 62.5 per cent spread across 7 airlines. A cancellation inside the Eurowings network is often survivable inside the same booking, but on the 10 destinations Eurowings does not touch, a rebooking means moving to a carrier the desk has to check for a through fare first.

How much of the INN board is daily

Of the 16 destinations, 1 is flown at least once a day and 15 are not, 10 of them running once a week or less. The median destination on the INN board is flown about once a week.

An average of 0.14 flights a day is the schedule statistic, and it is worth translating it before anything is promised to anybody: INN to Thessaloniki (SKG) is about one a week, so a missed departure there is not a delay of hours, it is the next slot.

The five busiest destinations carry 4 of the 5.7 departures a day, 70.3 per cent of the whole board. More than half of everything that leaves INN is aimed at those five places, so the depth on the board above is thinner than the destination count suggests, and a hand carry that is not going to one of them is planned around a single departure time.

Destination	Country	The only airline on it	Flights a week	km	Routing
Antalya AYT	Turkiye	Corendon Air	1	1,967	plan this
Birmingham BHX	the United Kingdom	Jet2	1	1,100	plan this
Copenhagen CPH	Denmark	Air Explore	1	934	plan this
Karpathos Island AOK	Greece	Eurowings	1	1,857	plan this
Kefallinia Island EFL	Greece	Universal Air	1	1,260	plan this
Kerkyra Island CFU	Greece	Universal Air	1	1,096	plan this
Kos Island KGS	Greece	Eurowings	1	1,739	plan this
Manchester MAN	the United Kingdom	Jet2	1	1,178	plan this
Rodes Island RHO	Greece	Eurowings	1	1,832	plan this
Thessaloniki SKG	Greece	Universal Air	1	1,194	plan this

The ten destinations out of INN where one airline holds the sector and files fewer than seven departures a week, with the weekly figure taken as the average daily rate multiplied by seven rather than as a fixed timetable. 5 further destinations sit in the same position and are listed in the board above.

The way back from INN

The desk holds the return direction for 12 of the 16 destinations, and a courier plans the way back on those figures rather than on the outbound. On none of those 12 does the return run more than a quarter thinner than the outbound, so a turnaround through INN is a question of hours rather than of whether an aircraft exists.

It runs the other way as well: Birmingham (BHX) files 0.29 a day back into INN against 0.14 outbound, which is the shape that strands a courier at this end rather than at the far end.

The clock at INN

INN keeps Europe/Vienna time, two hours behind Dubai in summer and three hours behind in winter, because the clock here moves and the Gulf clock does not.

When it is 09:00 on a Dubai working morning it is 07:00 at INN, so a nine to six day at each end overlaps for seven hours. That is wide enough to settle a customs question at INN and still make a departure the same day.

The night at INN

3 of the destinations from here carry a documented night restriction of their own, which is a departure time question at this end rather than an arrival problem at the other.

Into Vienna (VIE) the door shuts at 23:30 local, so the last departure from INN that lands inside it leaves around 22:24, on a modelled block of 1h 06m. Into London (LGW) the door shuts at 23:30 local, so the last departure from INN that lands inside it leaves around 22:48, on a modelled block of 1h 42m. Into Amsterdam (AMS) the door shuts at 23:00 local, so the last departure from INN that lands inside it leaves around 21:25, on a modelled block of 1h 35m. Those three departure times out of INN are worked backwards from the published window with the block time model this site uses everywhere, 720 to 880 km an hour by sector length with thirty minutes on the ground, so they are arithmetic rather than a timetable and the desk checks the published departure before it promises the landing.

Where INN turns up on the rest of this site

The airport also sits behind the Austria country desk, which sets out the customs practice, the working week and the road legs behind this airport.

Five courier postings name INN as the airport a courier here flies from: Innsbruck, Feldkirch and Saalfelden am Steinernen Meer.

To price a movement rather than read the board, the route calculator opens with INN already set as the origin, and it works out the flying time, the distance and the delivery hour for any of the 16 destinations above.