LUTON - 6
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The owner and operator of LTN must have known that this scenario was bound to happen sometime soon anyway.
Let's just hope they have looked at all the possibilities.
When the expansion plans start they will have some 8+ extra overnight stands available to offer .
I guess it will come down to the airlines like Wizz to decide if they want to venture into Ryanairs domain and try to compete.
There will always be a demand from Luton and with Gatwick asking for complete deregulation now that Londons Airports will all be independant , the future is going to be very interesting.
To be honest this is a long time coming
Let's just hope they have looked at all the possibilities.
When the expansion plans start they will have some 8+ extra overnight stands available to offer .
I guess it will come down to the airlines like Wizz to decide if they want to venture into Ryanairs domain and try to compete.
There will always be a demand from Luton and with Gatwick asking for complete deregulation now that Londons Airports will all be independant , the future is going to be very interesting.
To be honest this is a long time coming
I notice that the main coach operator between LTN and central London is Greenline / easybus. I notice also that the turn-up-and-go fares are very expensive, given the length of journey, and that those booked in advance on the easybus website are only a bit cheaper unless you are prepared to travel very off peak. Yes, there is also a train service, but when a coach service is more expensive than a train, it usually indicates something has gone wrong with supply/demand. In particular, the 757 Greenline coach looks to be rather monopolistic in its pricing.
Normally, when coach fares are both high and the coaches are full, another operator becomes tempted to have a piece of the action, and starts up a competitor service.
Is there anything that would stop National Express or Stagecoach doing something to rival Greenline ? I'm just puzzled as to why the existing coach monopoly carries on unchanged.
Normally, when coach fares are both high and the coaches are full, another operator becomes tempted to have a piece of the action, and starts up a competitor service.
Is there anything that would stop National Express or Stagecoach doing something to rival Greenline ? I'm just puzzled as to why the existing coach monopoly carries on unchanged.
Falcon666 there was also the infamous VR-CBQ departure in the summer of 1991, again the topography helped!
. Simultaneously however, an entirely different acoustic environment in Cutenhoe Road
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Normally, when coach fares are both high and the coaches are full, another operator becomes tempted to have a piece of the action, and starts up a competitor service.
Last edited by LTNman; 21st Aug 2012 at 06:52.
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It's always amazed me how successful LTN has been despite its runway length and rather precarious cliff at one end of the runway.
Are there any long-term plans to lengthen it? This would certainly assist in providing the airport a competitive advantage over STN for long haul holiday traffic and cargo development.
Are there any long-term plans to lengthen it? This would certainly assist in providing the airport a competitive advantage over STN for long haul holiday traffic and cargo development.
Are there any long-term plans to lengthen it? This would certainly assist in providing the airport a competitive advantage over STN for long haul holiday traffic and cargo development.
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Is there anything that would stop National Express or Stagecoach doing something to rival Greenline ? I'm just puzzled as to why the existing coach monopoly carries on unchanged.
Having to split revenue so many ways, no wonder the price is high. A word beginning with C comes to mind.
Are there any long-term plans to lengthen it? This would certainly assist in providing the airport a competitive advantage over STN for long haul holiday traffic and cargo development.
LTN is virtually full at present so its never going to be a priority to add another couple of thousand feet of tarmac to the runway just to entice the odd long haul wide-body!
The Herts NIMBYS would throw all the toys out of their Waitrose shopping trolleys long before anyway!
LTN is virtually full at present so its never going to be a priority to add another couple of thousand feet of tarmac to the runway just to entice the odd long haul wide-body!
The Herts NIMBYS would throw all the toys out of their Waitrose shopping trolleys long before anyway!
Last edited by boeing_eng; 21st Aug 2012 at 09:26.
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Once it gets full length parallel taxiway and the introduction of newer airliners it might attract some Asian or re-introduce US long(ish) haul.
The priority will be to keep the business it has though.
The priority will be to keep the business it has though.
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I am no expert in this area but I assume if no request is made to extend then it is not mandatory to install. I havn't looked up the charts but how many UK airfields have them?
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why is it that LTN does not have, and presumably is not required to have, a RESA at each runway end?
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CAP168 Chapter 3 Para 5.2 refers:
Para 5.3 also states that ideally it should be 240m & if less a full risk assessment would be required each year as part of the airfield safety case / SMS.
Leeds is another airport that faces similar challenges I believe.
The length of RESA needed for a specific runway will depend on a number of variables, such as the type and level of aircraft activity, and local conditions. The minimum requirement is 90 m for all code 3 and 4 runways, and code 1 and 2 instrument runways.
Para 5.3 also states that ideally it should be 240m & if less a full risk assessment would be required each year as part of the airfield safety case / SMS.
Leeds is another airport that faces similar challenges I believe.
commit aviation
Thanks for that and I'm aware of the ICAO RESA requirement and the fact that the CAA has adopted it. I just wonder why 'the safety case' at LTN doesn't dictate that a RESA of at least 90m is deemed necessary.
pabely
I did wonder if the CAA only imposes a RESA requirement when a runway is extended; that has certainly been the case with SEN and IOM, plus I believe, GLO recently. There would seem to be no logic in that though surely. If an extended runway needs a RESA why should an existing runway not need one? I cannot find anything in CAP 168 to the affect that existing runways are exempt.
A RESA does not necessarily need to be an additional area beyond the runway strip, but can be formed by part of the existing runway. In those cases the declared distances are reduced by that amount which is declared to be a RESA.
Thanks for that and I'm aware of the ICAO RESA requirement and the fact that the CAA has adopted it. I just wonder why 'the safety case' at LTN doesn't dictate that a RESA of at least 90m is deemed necessary.
pabely
I did wonder if the CAA only imposes a RESA requirement when a runway is extended; that has certainly been the case with SEN and IOM, plus I believe, GLO recently. There would seem to be no logic in that though surely. If an extended runway needs a RESA why should an existing runway not need one? I cannot find anything in CAP 168 to the affect that existing runways are exempt.
A RESA does not necessarily need to be an additional area beyond the runway strip, but can be formed by part of the existing runway. In those cases the declared distances are reduced by that amount which is declared to be a RESA.
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UPS were once ready to operate from Luton and were prepared to strike a long term deal in return for a small runway extension. The "then" airport management bottled it and the movements/development went to East Midlands. Now just look at the freighting hub further up the M1!
RESA
I was once told that Luton's "take-off run" on 26 was one of the longest in the country, meaning the distance from the end of the runway to the next terrain at that level. Just as well, as I'm sure I saw under-powered or heavily-laden piston aircraft descend before gaining altitude in the distant past!
I was once told that Luton's "take-off run" on 26 was one of the longest in the country, meaning the distance from the end of the runway to the next terrain at that level. Just as well, as I'm sure I saw under-powered or heavily-laden piston aircraft descend before gaining altitude in the distant past!
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If planes were using the full length of the runway for take off, a short RESA might be considered OK, but I wonder whether that argument still holds when such a high proportion of flights now opt for an intersection take off.
Surely, in these circumstances, nothing less than a full RESA should be acceptable.
Surely, in these circumstances, nothing less than a full RESA should be acceptable.