HEATHROW
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Ouch! Mind you given the paucity of all cargo flights, it's easy enough to park one on 607 or 609 leaving 608 clear?
Last edited by Skipness One Echo; 2nd Mar 2012 at 20:56.
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Can someone explain to a non-EGLL layman why it is that expensive, coveted Heathrow slots are used for cargo flights, which could easily go into Gatwick or Stansted and straight onto the motorway network?
Join Date: Jul 2004
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The value of LHR slots probably entices those carriers which hold freighter slots to keep them until they can be sold or traded for passenger flights. I'm thinking of carriers like CX, who's main UK pure freighter operation is MAN - which can incidentally take the B747-8.
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The all cargo flights are DHL who operate a small hub with A300s and B757s, Royal Jordanian with a non peak once weekly Saturday afternoon A310F from Amman. The remainder are Singapore Cargo, Cathay and Korean Air who have had these slots for years and have significant presence at LHR. Other operator is EVA who have off peak slots and until recently JAL. some of Cathay's are VERY peak incidentally.
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787 in LHR
Not seen any mention of it here , but an All Nippon 787 diverted into Heathrow last week while on the Haneda-Frankfurt flight. As LHR was in low-viz procedures aswell as Frankfurt what was the real reason for this visit? dare i say kudos 
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Not seen any mention of it here , but an All Nippon 787 diverted into Heathrow last week while on the Haneda-Frankfurt flight. As LHR was in low-viz procedures aswell as Frankfurt what was the real reason for this visit? dare i say kudos ?
Paxing All Over The World
getonittt
Nope, someone on 'the balcony' spotted it: http://www.pprune.org/spectators-bal...lhr-today.html
Not seen any mention of it here , but an All Nippon 787 diverted in ...
Join Date: Aug 2007
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Second runway at Gatwick
All this talk of a thrid runway and lack of flights to China is just a smokescreen. BA will not offer the direct fligths to China as there just is not the traffic, if it were deemed profitable BA would have given up slots to some US routes or shifted flights to Africa to LGW and used the slots for China. Besides, China southern are to begin CAN in June so the flights are there. This is about BAA making more profit and not seeing airlines skip off to LGW, its once owned competitor. What about BHX and MAN? Both have plenty of capacity, yet no sign of BA at those airports. runway space is precious in the South East therefore build a second runway at LGW and create new hubs around the country, particularly a strong one in the nroth at MAN to spread the wealth a little..
Paxing All Over The World
Neither BA plc, nor BAA plc have ANY interest in 'spreading the wealth'. In this deep recession, there is little room for manoeuvre and the recession is going to last a long time.
Just because we all know that there should be a 2nd @ LGW and a 3rd @ LHR and all reasonable avenues point to this - means nothing.
Sadly.
Just because we all know that there should be a 2nd @ LGW and a 3rd @ LHR and all reasonable avenues point to this - means nothing.
Sadly.
Join Date: Mar 2008
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Betablockeruk :
Mixed mode ops still in use. Thought trial finished on 29 Feb.
Presumably delays yesterday were so great that TEAM could be operated under the longer standing trigger conditions . TEAM* for the trials should have finished at the end of February.
Mixed mode ops still in use. Thought trial finished on 29 Feb.
Presumably delays yesterday were so great that TEAM could be operated under the longer standing trigger conditions . TEAM* for the trials should have finished at the end of February.
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Aero Mad -
DHL claimed in October 2007 :
"Interestingly, analysis undertaken in the OEF study on the Economic Impact of Express Carriers suggests that "the catalytic economic benefit for a flight by an express delivery operator is around £58,000. This is almost three times greater than for the typical UK passenger flight".
House of Commons - Transport - Written Evidence
DHL claimed in October 2007 :
"Interestingly, analysis undertaken in the OEF study on the Economic Impact of Express Carriers suggests that "the catalytic economic benefit for a flight by an express delivery operator is around £58,000. This is almost three times greater than for the typical UK passenger flight".
House of Commons - Transport - Written Evidence
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DHL claimed in October 2007 :
"Interestingly, analysis undertaken in the OEF study on the Economic Impact of Express Carriers suggests that "the catalytic economic benefit for a flight by an express delivery operator is around £58,000. This is almost three times greater than for the typical UK passenger flight".
"Interestingly, analysis undertaken in the OEF study on the Economic Impact of Express Carriers suggests that "the catalytic economic benefit for a flight by an express delivery operator is around £58,000. This is almost three times greater than for the typical UK passenger flight".
The "typical UK passenger flight" of these days is somewhat smaller - more like the B738 or A320. Given that LHR's fee revenue is around 10x STNs despite pax numbers only being around 3x higher, does that not put a passenger flight at LHR on a par with the figure quoted?
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Putting aside the runway issue for one moment, what will LHR's revised terminal capacity be once the new T2 is complete? Is there an outline masterplan for where a T6 would go, and how yet another station (s) would be added to serve it?
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Once the new LHR-2 is open, LHR-1 gets demolished and rebuilt. AFAIK that it is planned to be an extension of the new LHR-2, so the old LHR-1 and LHR-2 will eventually be replaced by one massive terminal, LHR-1/2.
After that, again AFAIK, the long term plan is then to demolish and rebuild LHR-3, re-aligning it to make better use of the space available.
It would make sense for any potential 6th terminal to be built above or adjacant to, the existing railway spur making it the first airport station (of four), once branching off the main line.
After that, again AFAIK, the long term plan is then to demolish and rebuild LHR-3, re-aligning it to make better use of the space available.
It would make sense for any potential 6th terminal to be built above or adjacant to, the existing railway spur making it the first airport station (of four), once branching off the main line.
Kingfisher will pull out of LHR. DEL cancelled from 10th April and BOM from 16th April.
Are there any particular constraints that keep the slots to an Indian route, or is it open to all comers ? If the slots are likely to go to Indian routes, are there any constraints as to who can bid from the main UK and Indian airlines due to bilateral agreements ?
Last edited by davidjohnson6; 10th Mar 2012 at 15:31.
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After that, again AFAIK, the long term plan is then to demolish and rebuild LHR-3, re-aligning it to make better use of the space available.
I've also seen a conceptual drawing somewhere, with Pier 6 extended eastwards, to merge into the south facing gates of the new T2. Similarly, the north facing gates of the new T2 (phase 2 - replacing the existing Irish gates) could merge westwards into T3. This would create a ring of gates right around the CTA. But I'm not sure this was an official document.
Then there's a third satellite for T5 and a second for T2 also in the long term plan. But without the runway capacity, would they ever be needed?