LEEDS
Join Date: Jul 2003
Location: Moved back to enemy territory... Leeds!!
Age: 49
Posts: 324
Likes: 0
Received 0 Likes
on
0 Posts
Re: LEEDS
BMI (or LH?) to MUC to tap in to the Star Alliance long haul market without diluting the MAN FRA product? I can't see it being any of the german LCC's. Ryanair to Hahn is an interesting possibility. But will probably be Jet2 to DUS or CGN, for a season then never to be seen again.
Join Date: Aug 2000
Location: Leeds
Posts: 443
Likes: 0
Received 0 Likes
on
0 Posts
Re: LEEDS
I wonder why, when c.80-90% of the passengers passing through Leeds are carried by airlines / tour operators that offer the same routes from MAN, that bmi are so nervous about the dilution of their German routes. Jet2 opened up at MAN post Leeds and obviously felt comfortable their would be no significant dilution; Air Southwest to BRS and most recently FlyBE with SOU. BHD and EXT. Almost the entire tour op market (0.5m pax p/a) is available on the same days, with the same operators ex-MAN. In fact off of the top of my head I think there are only the two Eastern routes, bmi to CDG and BRU and a few Jet2 routes (BCN, MAH, PRG etc) where operators aren't offering the same routes ex-MAN. So why is it such an issue for bmi to Germany?
Equally, doesn't the idea of protectionism only work when there is no realistic chance of another operator coming in and running the route. bmi not flying LBA-DUS to protect LH's MAN-DUS is fine if one is absolutely sure Jet2 or one of the German locos won't wade in and open up LBA-DUS for themselves. If there is dilution, surely better to control it and keep it within the Group rather than being subject to competitive pressures outside of the Group. 5 years ago or so one could feel reasonably comfortable that the prospects of an LBA-German route from outside of bmi/LH were slim, but is that a realistic assessment today? Wouldn't bmi be better sewing up the market for themselves - seems a much better use of Embraers than LBA-ORK, LBA-JER and maybe even LBA-CDG and LBA-BRU.
682
Equally, doesn't the idea of protectionism only work when there is no realistic chance of another operator coming in and running the route. bmi not flying LBA-DUS to protect LH's MAN-DUS is fine if one is absolutely sure Jet2 or one of the German locos won't wade in and open up LBA-DUS for themselves. If there is dilution, surely better to control it and keep it within the Group rather than being subject to competitive pressures outside of the Group. 5 years ago or so one could feel reasonably comfortable that the prospects of an LBA-German route from outside of bmi/LH were slim, but is that a realistic assessment today? Wouldn't bmi be better sewing up the market for themselves - seems a much better use of Embraers than LBA-ORK, LBA-JER and maybe even LBA-CDG and LBA-BRU.
682
Thread Starter
Join Date: Nov 2003
Location: Japan
Posts: 96
Likes: 0
Received 0 Likes
on
0 Posts
It's also hardly protecting the LH MAN-Germany market when in the absence of an FRA/MUC service from LBA then many travellers take KLM to AMS or bmi to LHR and switch to long-haul there. A 50-seat aircraft should steal more pax from other ex-LBA operators than it should from LH at MAN.
I quite agree with 682 that there are a lot more airline options to negotiate with now than a few years ago. RYR and EZY both have large and rapidly expanding bases in Germany that are looking back towards the UK. I think I will throw the spanner of EZY from Berlin into this discussion at this point. I have no evidence at all but it's one to consider. RYR announced plans for substantial expansion at Hahn recently too I think.
I quite agree with 682 that there are a lot more airline options to negotiate with now than a few years ago. RYR and EZY both have large and rapidly expanding bases in Germany that are looking back towards the UK. I think I will throw the spanner of EZY from Berlin into this discussion at this point. I have no evidence at all but it's one to consider. RYR announced plans for substantial expansion at Hahn recently too I think.
Join Date: Aug 2000
Location: Leeds
Posts: 443
Likes: 0
Received 0 Likes
on
0 Posts
Maybe of interest to some. From the T&A on Jan 16th.
From his office overlooking the runway at Leeds-Bradford Airport, Ed Anderson reveals how the airport plans to spread its wings. Consultation on the far-reaching masterplan is now at an end and Mr Anderson, the managing director, has been spurred on by public support for proposals to triple passenger numbers, create thousands of extra jobs and pump millions of pounds into the area's economy. He bubbles with excitement as he talks about the prospect of introducing flights to New York, Pakistan and a major German airport as part of ambitious proposals to more than double passenger numbers by 2016.
Expansion of the terminal and a new parallel taxi-way to feed aircraft onto the runway are also in the pipeline so the airport can meet the need for greater passenger and aircraft capacity. Mr Anderson said: "Feedback on the masterplan has been overwhelmingly positive, with 80 or 90 per cent wanting to see the airport expand. Rather than objecting, people are asking for timetables and telling us to put on flights to X, Y and Z." Six new destinations were added to the airport's list in 2005 as passenger numbers increased 10 per cent from 2004 to more than 2.6 million.
But Mr Anderson is clearly eager to entice even more passengers to the airport by adding to the choice of destinations. Another seven routes will be available this year, including flights to Minorca, Pisa, Milan, Rome, Bergerac and Newquay. As the managing director glances out of his window at an aircraft waiting to depart, he reveals that he is confident of being able to watch planes departing for Germany in the near future. Mr Anderson believes it will be possible to sell tickets for the new flight at both ends. And in the longer term, flights to Pakistan and New York are high priorities. "Our ambitions for the future are to get another service to Pakistan. The demographics of West Yorkshire mean such a service is necessary. "During last year we briefly had a flight to Lahore which was exceptionally popular until the airline (Swefly) started struggling. "The other exciting one will be a service to New York. I don't think it's impossible but at the same time, it's not just about to be announced. There are many Yorkshire people who fly to the states but have to go across to Manchester. I'm confident we can bring about the Pakistan and New York flights within the next two or three years." Mr Anderson is aware that improvements in the airport's passenger and aircraft capacity may be necessary. "The terminal has to have the right capacity, we need the right car parking space and there must be enough stands for aircraft to park. We only have one runway, but so does every other airport apart from Heathrow and Manchester. "There will be investment in a parallel taxi way to run parallel to the runway. That is where we can hold aircraft waiting to take off and feed them onto the runway as it becomes vacant. This is a very significant medium-term project which will increase capacity. "Eventually, we will also have to resurface the runway because it's 40 years old. That will be a very big project. "We are going to keep developing the terminal and within a couple of years we will see some investment in the departure lounge which is going to be the next pinch point." The masterplan also includes ideas on how to improve transport links to the airport in the form of a heavy rail link and improved bus and road access. Onlookers have been sceptical about whether funding can be secured, but Mr Anderson remains confident. "As we move forward over the next ten years, service access will be top of our agenda and we have two key proposals in the masterplan. We want a new rail link from just near Horsforth through the airport and on to Guiseley. I think it's realistic." The masterplan also proposes a new road link to the airport from the A65, starting near Rawdon Crematorium. The scheme is part of a study being carried out by Leeds Council into the Outer Ring Road. In the last three years, passenger numbers at Leeds-Bradford have increased by a massive 71 per cent and Mr Anderson has no doubts as to what has brought about the boom. "The key is the arrival of Jet2.com who started in February 2003. Last year, Jet2 had nearly 1.2 million passengers so they now form 40 per cent of our passenger throughput. "They are massively significant in our progress, they have been very successful and they are instrumental in raising the profile of the airport and the area." Mr Anderson said Jet2 sees itself as a leisure airline but he is keen to encourage more business routes. Meanwhile, low-cost airline Flybe said its passenger throughput at Leeds-Bradford increased 71 per cent in December compared with the same period in 2004. Both airlines say the demand from Yorkshire residents with second homes abroad was boosting passenger figures. Mr Anderson said: "Jet2 and Flybe are well tuned in to the demand from people with second homes in Spain and France. We see the same faces coming through the terminal - people who basically live in Spain but haven't sold their homes here. The daily flight to Murcia (Spain) is very popular." Mr Anderson said the Airport masterplan would tie in nicely with economic regeneration schemes (also known as masterplans) in Bradford and the Aire Valley. "We see ourselves in a regional context and the prosperity of the airport is tied up with that of the area. If Airedale is prospering, that's good for us. The fact that Bradford is showing signs of picking up is also good news for the airport. "When we get the results of the Airport masterplan consultation we will amend as necessary but we don't think there will be any major changes." The airport started from humble beginnings as Yeadon Aerodrome in 1931 but, if all goes to plan, it could be welcoming seven million passengers a year by 2030.
www.thisisbradford.co.uk
From his office overlooking the runway at Leeds-Bradford Airport, Ed Anderson reveals how the airport plans to spread its wings. Consultation on the far-reaching masterplan is now at an end and Mr Anderson, the managing director, has been spurred on by public support for proposals to triple passenger numbers, create thousands of extra jobs and pump millions of pounds into the area's economy. He bubbles with excitement as he talks about the prospect of introducing flights to New York, Pakistan and a major German airport as part of ambitious proposals to more than double passenger numbers by 2016.
Expansion of the terminal and a new parallel taxi-way to feed aircraft onto the runway are also in the pipeline so the airport can meet the need for greater passenger and aircraft capacity. Mr Anderson said: "Feedback on the masterplan has been overwhelmingly positive, with 80 or 90 per cent wanting to see the airport expand. Rather than objecting, people are asking for timetables and telling us to put on flights to X, Y and Z." Six new destinations were added to the airport's list in 2005 as passenger numbers increased 10 per cent from 2004 to more than 2.6 million.
But Mr Anderson is clearly eager to entice even more passengers to the airport by adding to the choice of destinations. Another seven routes will be available this year, including flights to Minorca, Pisa, Milan, Rome, Bergerac and Newquay. As the managing director glances out of his window at an aircraft waiting to depart, he reveals that he is confident of being able to watch planes departing for Germany in the near future. Mr Anderson believes it will be possible to sell tickets for the new flight at both ends. And in the longer term, flights to Pakistan and New York are high priorities. "Our ambitions for the future are to get another service to Pakistan. The demographics of West Yorkshire mean such a service is necessary. "During last year we briefly had a flight to Lahore which was exceptionally popular until the airline (Swefly) started struggling. "The other exciting one will be a service to New York. I don't think it's impossible but at the same time, it's not just about to be announced. There are many Yorkshire people who fly to the states but have to go across to Manchester. I'm confident we can bring about the Pakistan and New York flights within the next two or three years." Mr Anderson is aware that improvements in the airport's passenger and aircraft capacity may be necessary. "The terminal has to have the right capacity, we need the right car parking space and there must be enough stands for aircraft to park. We only have one runway, but so does every other airport apart from Heathrow and Manchester. "There will be investment in a parallel taxi way to run parallel to the runway. That is where we can hold aircraft waiting to take off and feed them onto the runway as it becomes vacant. This is a very significant medium-term project which will increase capacity. "Eventually, we will also have to resurface the runway because it's 40 years old. That will be a very big project. "We are going to keep developing the terminal and within a couple of years we will see some investment in the departure lounge which is going to be the next pinch point." The masterplan also includes ideas on how to improve transport links to the airport in the form of a heavy rail link and improved bus and road access. Onlookers have been sceptical about whether funding can be secured, but Mr Anderson remains confident. "As we move forward over the next ten years, service access will be top of our agenda and we have two key proposals in the masterplan. We want a new rail link from just near Horsforth through the airport and on to Guiseley. I think it's realistic." The masterplan also proposes a new road link to the airport from the A65, starting near Rawdon Crematorium. The scheme is part of a study being carried out by Leeds Council into the Outer Ring Road. In the last three years, passenger numbers at Leeds-Bradford have increased by a massive 71 per cent and Mr Anderson has no doubts as to what has brought about the boom. "The key is the arrival of Jet2.com who started in February 2003. Last year, Jet2 had nearly 1.2 million passengers so they now form 40 per cent of our passenger throughput. "They are massively significant in our progress, they have been very successful and they are instrumental in raising the profile of the airport and the area." Mr Anderson said Jet2 sees itself as a leisure airline but he is keen to encourage more business routes. Meanwhile, low-cost airline Flybe said its passenger throughput at Leeds-Bradford increased 71 per cent in December compared with the same period in 2004. Both airlines say the demand from Yorkshire residents with second homes abroad was boosting passenger figures. Mr Anderson said: "Jet2 and Flybe are well tuned in to the demand from people with second homes in Spain and France. We see the same faces coming through the terminal - people who basically live in Spain but haven't sold their homes here. The daily flight to Murcia (Spain) is very popular." Mr Anderson said the Airport masterplan would tie in nicely with economic regeneration schemes (also known as masterplans) in Bradford and the Aire Valley. "We see ourselves in a regional context and the prosperity of the airport is tied up with that of the area. If Airedale is prospering, that's good for us. The fact that Bradford is showing signs of picking up is also good news for the airport. "When we get the results of the Airport masterplan consultation we will amend as necessary but we don't think there will be any major changes." The airport started from humble beginnings as Yeadon Aerodrome in 1931 but, if all goes to plan, it could be welcoming seven million passengers a year by 2030.
www.thisisbradford.co.uk
Join Date: Mar 2001
Location: Bradford, West Yorkshire, UK
Posts: 25
Likes: 0
Received 0 Likes
on
0 Posts
Not sure why private company running the airport is neccessary. Just look at the owenership of Manchester Airport and that has don't too bad!
The Council of the City of Manchester - 55%
The Borough Council of Bolton - 5%
The Borough Council of Bury - 5%
The Oldham Borough Council - 5%
The Rochdale Borough Council - 5%
The Council of the City of Salford - 5%
The Metropolitan Borough Council of Stockport - 5%
The Tameside Metropolitan Borough Council - 5%
The Trafford Borough Council - 5%
The Wigan Borough Council - 5%
The Council of the City of Manchester - 55%
The Borough Council of Bolton - 5%
The Borough Council of Bury - 5%
The Oldham Borough Council - 5%
The Rochdale Borough Council - 5%
The Council of the City of Salford - 5%
The Metropolitan Borough Council of Stockport - 5%
The Tameside Metropolitan Borough Council - 5%
The Trafford Borough Council - 5%
The Wigan Borough Council - 5%
Join Date: Sep 2004
Location: Leeds
Posts: 125
Likes: 0
Received 0 Likes
on
0 Posts
Dream on!!
Sorry to be a bit negative, however this subject keeps on popping up and quite frankly is boring! 
Leeds CC cannot get money to build a inner city railway system and improve the infurstructure of the City and the surrounding area,s, so where does the millions required come from to 'tart up' the airport???
So come on live in the real world.
L
Leeds CC cannot get money to build a inner city railway system and improve the infurstructure of the City and the surrounding area,s, so where does the millions required come from to 'tart up' the airport???
So come on live in the real world.
L
Join Date: Mar 2003
Location: Europe
Posts: 2,175
Likes: 0
Received 0 Likes
on
0 Posts
Geez, if every airport would make such a fuss about a new German destination...
Why can't they simply let it out ? If nothing has been inked yet, they should keep their mouth shut and should not go on about this "might-happen-or-might-not-happen" new destination for weeks.
Why can't they simply let it out ? If nothing has been inked yet, they should keep their mouth shut and should not go on about this "might-happen-or-might-not-happen" new destination for weeks.
Join Date: Aug 2000
Location: Leeds
Posts: 443
Likes: 0
Received 0 Likes
on
0 Posts
Inkjet / L-Band
What’s the problem? ‘Airport’ improvements fall into two categories. The first are on-site infrastructural improvements that are funded by the airport authority itself. How much gets done and by when is the call of the airport management based on affordability, payback and their ability to secure commercial lending on the strength of the business. This is something the airport in its current capacity has been doing since 1987. The CC haven't put their hands in their pockets since. There will be constraints naturally and a cash rich private investor or one with access to greater commercial lending capability will clearly have different constraints. This is exactly why a project is well underway to investigate selling a majority share in the airport to just such an investor. How much a private operator would be prepared to spend is open to debate but the evidence is out there that many are happy to play the long game on the strength of the catchments and potential of their airports - witness the investment by Peel at Liverpool and Doncaster. LBA is obviously going to be an attractive option for someone and unlike you, I actually think exposure to low cost business is a strength not a weakness. That’s where the market is and there is still upside. MAN has 40/50% of its business in charter traffic. That’s a risk; (a) because the market is shifting away from inclusive tours and (b) because they only achieve that level of charter throughput due to the lack of such services elsewhere in the North. As the market moves away from charter it presents a significant opportunity for other airports to claw lost business back. In August 2000, 2.2m passengers flew between the UK and Malaga. In August 2005, 3.3m flew – growth of 50%. Manchester – Malaga grew by just 3,000 passengers (4%) over the same period. Leeds and Liverpool had stellar growth and basically all the growth in the market to Malaga from the North has gone to airports other than MAN. With MAN still dominant to the Canaries and the Eastern Med, how long before the major low cost airlines, with their big order books, start opening up routes to these places and what opportunities will this offer for growth at LBA, DSA, LPL etc? As to what the size of the on-site investment is, I’m not sure, but as ever Inkjet’s estimates look exaggerated, especially when one considers the quoted cost of £80m to get DSA up and running from a standing start. If someone was prepared to pump that in to something unproven, I would think something with a 3m throughput and well placed to cash in on movements from charter to low-cost will get a fair bit of interest.
The second category of improvements are going to be wider regional transport projects which will obviously not be funded by the airport authority itself, but rather from local / central government if approved. The key thing you’re overlooking here is that the improvements planned offer more holistic benefits of which airport access is only one piece of the jigsaw. There are very real issues with public transport access and road congestion in the NW Leeds / Aireborough area and so you need to think about the bigger picture. For airport link road, read “Yeadon & Rawdon bypass” for airport rail link read “Aireborough park and ride.” I’m not saying they’re certain to happen, just that the cost benefit analysis will done on a much wider remit than airport access alone.
682
What’s the problem? ‘Airport’ improvements fall into two categories. The first are on-site infrastructural improvements that are funded by the airport authority itself. How much gets done and by when is the call of the airport management based on affordability, payback and their ability to secure commercial lending on the strength of the business. This is something the airport in its current capacity has been doing since 1987. The CC haven't put their hands in their pockets since. There will be constraints naturally and a cash rich private investor or one with access to greater commercial lending capability will clearly have different constraints. This is exactly why a project is well underway to investigate selling a majority share in the airport to just such an investor. How much a private operator would be prepared to spend is open to debate but the evidence is out there that many are happy to play the long game on the strength of the catchments and potential of their airports - witness the investment by Peel at Liverpool and Doncaster. LBA is obviously going to be an attractive option for someone and unlike you, I actually think exposure to low cost business is a strength not a weakness. That’s where the market is and there is still upside. MAN has 40/50% of its business in charter traffic. That’s a risk; (a) because the market is shifting away from inclusive tours and (b) because they only achieve that level of charter throughput due to the lack of such services elsewhere in the North. As the market moves away from charter it presents a significant opportunity for other airports to claw lost business back. In August 2000, 2.2m passengers flew between the UK and Malaga. In August 2005, 3.3m flew – growth of 50%. Manchester – Malaga grew by just 3,000 passengers (4%) over the same period. Leeds and Liverpool had stellar growth and basically all the growth in the market to Malaga from the North has gone to airports other than MAN. With MAN still dominant to the Canaries and the Eastern Med, how long before the major low cost airlines, with their big order books, start opening up routes to these places and what opportunities will this offer for growth at LBA, DSA, LPL etc? As to what the size of the on-site investment is, I’m not sure, but as ever Inkjet’s estimates look exaggerated, especially when one considers the quoted cost of £80m to get DSA up and running from a standing start. If someone was prepared to pump that in to something unproven, I would think something with a 3m throughput and well placed to cash in on movements from charter to low-cost will get a fair bit of interest.
The second category of improvements are going to be wider regional transport projects which will obviously not be funded by the airport authority itself, but rather from local / central government if approved. The key thing you’re overlooking here is that the improvements planned offer more holistic benefits of which airport access is only one piece of the jigsaw. There are very real issues with public transport access and road congestion in the NW Leeds / Aireborough area and so you need to think about the bigger picture. For airport link road, read “Yeadon & Rawdon bypass” for airport rail link read “Aireborough park and ride.” I’m not saying they’re certain to happen, just that the cost benefit analysis will done on a much wider remit than airport access alone.
682
Thread Starter
Join Date: Nov 2003
Location: Japan
Posts: 96
Likes: 0
Received 0 Likes
on
0 Posts
Other airports, eg LPL & LTN, are far more dependent on LCCs than LBA but their private owners/operators have shown that they are willing to invest very large sums of money to improve airport facilities. They are in it for the long run, not just a quick profit and run.
Inkjet - Even on your "pulled from a hat" figures only a small part would be directly the responsibility of the Airport operator, as 682 demonstrates. Many parts of that program (eg parallel taxiway, new terminal) can be done in phases to spread the cost. The current problems of the terminal come from piecemeal development without a clear overall plan and final target. The Masterplan seems to finally address some of these errors.
Leeds Council have just recommended some big improvements on roads around LBA, including the new linkroad to the terminal. No suggestion there of LBA being responsible for paying for those.
The current backlog of expensive things to address at LBA comes from an apparant lack of willingness to take the bigger risks. Development has been too cautious. Perhaps this is down to their limited ability to raise funds (one regional airport by itself is small in company terms) that an established airport operator (a la Peel or Copenhagan Airports) with a more diverse corporate base would have less difficulty in doing so.
Inkjet - Even on your "pulled from a hat" figures only a small part would be directly the responsibility of the Airport operator, as 682 demonstrates. Many parts of that program (eg parallel taxiway, new terminal) can be done in phases to spread the cost. The current problems of the terminal come from piecemeal development without a clear overall plan and final target. The Masterplan seems to finally address some of these errors.
Leeds Council have just recommended some big improvements on roads around LBA, including the new linkroad to the terminal. No suggestion there of LBA being responsible for paying for those.
The current backlog of expensive things to address at LBA comes from an apparant lack of willingness to take the bigger risks. Development has been too cautious. Perhaps this is down to their limited ability to raise funds (one regional airport by itself is small in company terms) that an established airport operator (a la Peel or Copenhagan Airports) with a more diverse corporate base would have less difficulty in doing so.
Join Date: Jul 2005
Location: Leeds, West Yorkshire
Posts: 1,154
Likes: 0
Received 0 Likes
on
0 Posts
Thomson Holidays have put a 4th weekly Palma service on sale for summer 2006. The new flight will be operated on fridays as follows
Flight BY3511 Departs Leeds Bradford at 16:15 and Arrives at Palma 19:15
Flight BY3561 Departs Palma at 21:30 and Arrives Leeds Bradford at 22:30
Looking at them times they look to be operated by the Based Summer 06aircraft. But this is currentley set to go to Turkey-Dalaman on a Friday eveing. And These flights are still on sale on the thomsonfly website.
So are thomsonfly set to announce that they are dropping there dalaman service. With this new Palma run being a direct replacement service??
If not it ill mean a Second Thomsonfly aircarft will have to posistion into operate it or it will be retimed to be operated on a w-leg from one off the other UK bases.
Flight BY3511 Departs Leeds Bradford at 16:15 and Arrives at Palma 19:15
Flight BY3561 Departs Palma at 21:30 and Arrives Leeds Bradford at 22:30
Looking at them times they look to be operated by the Based Summer 06aircraft. But this is currentley set to go to Turkey-Dalaman on a Friday eveing. And These flights are still on sale on the thomsonfly website.
So are thomsonfly set to announce that they are dropping there dalaman service. With this new Palma run being a direct replacement service??
If not it ill mean a Second Thomsonfly aircarft will have to posistion into operate it or it will be retimed to be operated on a w-leg from one off the other UK bases.
Thread Starter
Join Date: Nov 2003
Location: Japan
Posts: 96
Likes: 0
Received 0 Likes
on
0 Posts
I doubt the loss of the Thomson LBA-Dalaman will be the last Turkish route that gets cancelled from the UK before the coming summer. The media coverage of Birdflu in Turkey has been a bit too strong for there not to be a neagtive effect on bookings. I was a bit stunned that the Freebird flight was announced at the time it was.
Join Date: May 2005
Location: uk
Posts: 59
Likes: 0
Received 0 Likes
on
0 Posts
Regardless of the flight still being advertised to depart from Leeds if it is underbooked then the passengers will be taken by coach to Manchester. It has happened in the past and to be truthfull if the route is not economic then it will happen again. I have heard many reports from people who have booked certain flights purely because they can fly from Leeds only to find out that when they get to the airport to find the flight will be departing from Manchester.
Join Date: Jul 2005
Location: Leeds, West Yorkshire
Posts: 1,154
Likes: 0
Received 0 Likes
on
0 Posts
Hi Jetting2
bmi have only cut the route until March 27th due to poor passenger loads. Theres an announcement on the bmi trade website as follows.
So it looks like is only going to be 3 times weekly next summer. These Flights are only bookable on the baby site at the moment. No Weekend flights. So that just leaves the Air Southwest charter on a Saturday for summer 2006. Surely this is'nt right??
Last year bmi operated 4 flights on Saturdays and 1 on Sundays with the Embrear 135/145's
bmi have only cut the route until March 27th due to poor passenger loads. Theres an announcement on the bmi trade website as follows.
LBA - JER cancellation 20.01.06
We have been advised by bmi regional that they have cancelled the following services for the remainder of the winter 2006 season (end date 25Mar06)
This is due to poor loads and is effective from 03 February 2006:
BD1154 LBA -JER dept. 1115 - arr.1235 - days 1 and 5
BD1184 JER-LBA dept..1305 - arr. 1425 - days 1 and 5
*timings are in LOCAL
The service will resume on the 27 March 2006 for the summer season operating Mondays, Wednesdays and Fridays.
We have been advised by bmi regional that they have cancelled the following services for the remainder of the winter 2006 season (end date 25Mar06)
This is due to poor loads and is effective from 03 February 2006:
BD1154 LBA -JER dept. 1115 - arr.1235 - days 1 and 5
BD1184 JER-LBA dept..1305 - arr. 1425 - days 1 and 5
*timings are in LOCAL
The service will resume on the 27 March 2006 for the summer season operating Mondays, Wednesdays and Fridays.
Last year bmi operated 4 flights on Saturdays and 1 on Sundays with the Embrear 135/145's
Join Date: Jul 2003
Location: Leeds
Posts: 40
Likes: 0
Received 0 Likes
on
0 Posts
As regard to the DLM were pretty sure on the thomson desk its still going ahead, we got most of the summer program details through on saturday. No mention of the PMI tho, could be a possible late addition- im not looking forward to having to coach with the passengers to man if this is this case tho, makes the shift very enjoyable haha, get things thrown at you from the back. Email from our manager in Man and were expecting a very busy summer with a near full booking on the flights we handle- im looking forward to it.
ash
ash