British Airways - 2
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Fairdealfrank
Currently in Saigon (HCM) and came in via EK and DXB. Flight was 777 2 class which seemed quite full. Business class 90% with a number of English accents and talking to crew EK appear pleased with this new route. However as you have posted BA are not very go ahead with new routes and days of trailblazing appear to be behind them.
Currently in Saigon (HCM) and came in via EK and DXB. Flight was 777 2 class which seemed quite full. Business class 90% with a number of English accents and talking to crew EK appear pleased with this new route. However as you have posted BA are not very go ahead with new routes and days of trailblazing appear to be behind them.
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Currently in Saigon (HCM) and came in via EK and DXB. Flight was 777 2 class which seemed quite full. Business class 90% with a number of English accents and talking to crew EK appear pleased with this new route. However as you have posted BA are not very go ahead with new routes and days of trailblazing appear to be behind them.
Back to thread, however...
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Maybe those English accents had taken advantage of EK's excellent flights from the regions and chose a stop half way rather than have to trek down to LGW. One stop via Dubai to me was fine when I went to Ho Chi Minh rather than 1 stop in London or a train/car ride down.
In the fear of starting the usual discussion I would remind you not everyone wants to fly from the South East.
In the fear of starting the usual discussion I would remind you not everyone wants to fly from the South East.
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Aeromad
I live in Yorkshire in UK, and BA jst cut Gatwick shuttle from MAN so VN not option. Have used them here on this trip, and in the past and have had no problems with them. However still prefer EK and change in DXB rather than Gatwick, and probably not even when they move to LHR T4 where VN are moving to I am told out here. Service ok but not yet comparable with Gulf or SQ for me.
I live in Yorkshire in UK, and BA jst cut Gatwick shuttle from MAN so VN not option. Have used them here on this trip, and in the past and have had no problems with them. However still prefer EK and change in DXB rather than Gatwick, and probably not even when they move to LHR T4 where VN are moving to I am told out here. Service ok but not yet comparable with Gulf or SQ for me.
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EK's new route to HCM
excellent flights from the regions and chose a stop half way rather than have to trek down to LGW
Do Vietnam have LHR slots then for T4? Do tell...
Join Date: Dec 2011
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Quote: "You still can fly from some of the regions to LGW and connect to VN, it keeps the money and jobs in the UK.
Do Vietnam have LHR slots then for T4? Do tell... "
Not yet, but it is the likely outcome, they're sitting in the LGW waiting room at present. Let's hope they don't have to wait as long as CZ.
Maybe if DL buy into VS and slots have to be divested....
Do Vietnam have LHR slots then for T4? Do tell... "
Not yet, but it is the likely outcome, they're sitting in the LGW waiting room at present. Let's hope they don't have to wait as long as CZ.
Maybe if DL buy into VS and slots have to be divested....
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Willie Walsh reportedly told a recent conference that
What are the options? Stagnation, buying rivals for their slots, expanding services from other UK airports, starting longhaul services from hubs outside the UK?
Stagnation seems unlikely; buying rivals could soon run into regulatory problems; the Openskies experience suggests that the last of my options is unlikely to be an immediate success.
That leaves expansion elswhere in the UK, but where? Withdrawal from the MAN-LGW route suggests that LGW can be ruled out. So is BA going to challenge the growing presence of foreign carriers on long-haul routes from the UK regions?
“my personal belief that a third runway will never be built” and that “we are planning for life without it.”
Stagnation seems unlikely; buying rivals could soon run into regulatory problems; the Openskies experience suggests that the last of my options is unlikely to be an immediate success.
That leaves expansion elswhere in the UK, but where? Withdrawal from the MAN-LGW route suggests that LGW can be ruled out. So is BA going to challenge the growing presence of foreign carriers on long-haul routes from the UK regions?
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You still can fly from some of the regions to LGW and connect to VN, it keeps the money and jobs in the UK.
Pretty soon I wont be able to fly there from my local airport, and a short hop to LGW to conenct with a foreign carrier is hardly going to contribute massively to the UK economy. And to counter the argument foreign carriers flying to airports outside the South East are bringing money into those economies that would otherwise be funnelled to the one region that needs it the least. The economic benefit argument works both ways.
Pretty soon I wont be able to fly there from my local airport, and a short hop to LGW to conenct with a foreign carrier is hardly going to contribute massively to the UK economy. And to counter the argument foreign carriers flying to airports outside the South East are bringing money into those economies that would otherwise be funnelled to the one region that needs it the least. The economic benefit argument works both ways.
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Middle East Options
It is said that frequency is everything. (Continental, now United, certainly seems to think so on the Newark route, those liking twin aisle aircraft might think otherwise.) BA's offer to certain middle east destinations such as Doha and Muscat does not appear attractive. Qatar operates four daily non-stops flights to Doha, BA a single one stop flight which cannot be attractive to the business traveller. Now that Qatar has joined OneWorld do you see this continuing? One problem with a codeshare is that T5 is full and a transfer to T4 is not ideal, but its probbaly liveable with.
Now that Oman operates a daily non stop from LHR might it be worth BA operating non stop with a 321? Some of the slots could come from reducing TLV to double daily.
Now that Oman operates a daily non stop from LHR might it be worth BA operating non stop with a 321? Some of the slots could come from reducing TLV to double daily.
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It was interesting that when BHX threw its hat in the ring BA and VIRGIN told them where to go...
Funnily enough when this article appeared in The Independent, no such rebuttal.
Choose Manchester to improve UK's airport capacity - Comment - Voices - The Independent
BA is steadily building up codeshares with MAN airlines eg AA and is rumoured to be adding Boston and Miami.
This "may" be way fwd.
Funnily enough when this article appeared in The Independent, no such rebuttal.
Choose Manchester to improve UK's airport capacity - Comment - Voices - The Independent
BA is steadily building up codeshares with MAN airlines eg AA and is rumoured to be adding Boston and Miami.
This "may" be way fwd.
Now that Oman operates a daily non stop from LHR might it be worth BA operating non stop with a 321? Some of the slots could come from reducing TLV to double daily.
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Quote: "GLA and EDI with both BA and EZY.
INV, ABZ, BFS with EZY.
INV, NCL, BHD with BE."
Blimey is that all, what happened to NQY, JER and IOM? No more flights from LGW?
Quote: "That leaves expansion elswhere in the UK, but where? Withdrawal from the MAN-LGW route suggests that LGW can be ruled out. So is BA going to challenge the growing presence of foreign carriers on long-haul routes from the UK regions?"
If there is to be a secondary hub in the UK, it would almost certainly be at MAN. Would be brilliant to see BA or any UK carrier operating a longhaul hub, but BA have ruled it out. Why? Because they reckon they can't make money. No other UK airline has filled the gap. Why? Probably the same reason. BD attempted trans-Atlantic from MAN but abandoned it fairly quickly.
What can the Commission recommend? The conditions at MAN are already favourable for longhaul, and there's plenty of capacity. How's the government going to square the circle? Axeing APD would be a start!
Maybe it could subsidise longhaul MAN operations on some PSO arrangement? That is highly unlikely given (1) the economic situation and (2) it goes against their belief in free markets.
Additionally, there would be doubtless be some unwarranted interference from Brussels.
Quote: "It was interesting that when BHX threw its hat in the ring BA and VIRGIN told them where to go...
Funnily enough when this article appeared in The Independent, no such rebuttal.
Choose Manchester to improve UK's airport capacity - Comment - Voices - The Independent"
Is it just me or is that a really silly article? Maybe BA and VS thought so too? What wasn't mentioned is the cost of getting to Ringway from Hackney (as opposed to Heathrow). Would also query the timings!
Quote: "BA is steadily building up codeshares with MAN airlines eg AA and is rumoured to be adding Boston and Miami.
This "may" be way fwd.""
Perhaps, particularly on trans-Atlantic, but it still needs other carriers to operating to/from MAN in order to do the codeshare, e.g. HKG with CX, HND/NRT with JL.
Quote: "It is said that frequency is everything. (Continental, now United, certainly seems to think so on the Newark route, those liking twin aisle aircraft might think otherwise.) BA's offer to certain middle east destinations such as Doha and Muscat does not appear attractive. Qatar operates four daily non-stops flights to Doha, BA a single one stop flight which cannot be attractive to the business traveller. Now that Qatar has joined OneWorld do you see this continuing? One problem with a codeshare is that T5 is full and a transfer to T4 is not ideal, but its probbaly liveable with."
Yes, maybe BA doesn't need the frequency, they're doing different things: both have their point-to-point pax, but their transfer pax are doing so through different hubs. BA's transfer pax therefore need to be at LHR-5, not at LHR-4 on a QR code-share.
Quote: "Heathrow - Muscat in an A321?"
Doesn't sound like a particularly good idea, the present arrangements are fine! Have done the trip, the short stop at AUH is really not a hardship!
INV, ABZ, BFS with EZY.
INV, NCL, BHD with BE."
Blimey is that all, what happened to NQY, JER and IOM? No more flights from LGW?
Quote: "That leaves expansion elswhere in the UK, but where? Withdrawal from the MAN-LGW route suggests that LGW can be ruled out. So is BA going to challenge the growing presence of foreign carriers on long-haul routes from the UK regions?"
If there is to be a secondary hub in the UK, it would almost certainly be at MAN. Would be brilliant to see BA or any UK carrier operating a longhaul hub, but BA have ruled it out. Why? Because they reckon they can't make money. No other UK airline has filled the gap. Why? Probably the same reason. BD attempted trans-Atlantic from MAN but abandoned it fairly quickly.
What can the Commission recommend? The conditions at MAN are already favourable for longhaul, and there's plenty of capacity. How's the government going to square the circle? Axeing APD would be a start!
Maybe it could subsidise longhaul MAN operations on some PSO arrangement? That is highly unlikely given (1) the economic situation and (2) it goes against their belief in free markets.
Additionally, there would be doubtless be some unwarranted interference from Brussels.
Quote: "It was interesting that when BHX threw its hat in the ring BA and VIRGIN told them where to go...
Funnily enough when this article appeared in The Independent, no such rebuttal.
Choose Manchester to improve UK's airport capacity - Comment - Voices - The Independent"
Is it just me or is that a really silly article? Maybe BA and VS thought so too? What wasn't mentioned is the cost of getting to Ringway from Hackney (as opposed to Heathrow). Would also query the timings!
Quote: "BA is steadily building up codeshares with MAN airlines eg AA and is rumoured to be adding Boston and Miami.
This "may" be way fwd.""
Perhaps, particularly on trans-Atlantic, but it still needs other carriers to operating to/from MAN in order to do the codeshare, e.g. HKG with CX, HND/NRT with JL.
Quote: "It is said that frequency is everything. (Continental, now United, certainly seems to think so on the Newark route, those liking twin aisle aircraft might think otherwise.) BA's offer to certain middle east destinations such as Doha and Muscat does not appear attractive. Qatar operates four daily non-stops flights to Doha, BA a single one stop flight which cannot be attractive to the business traveller. Now that Qatar has joined OneWorld do you see this continuing? One problem with a codeshare is that T5 is full and a transfer to T4 is not ideal, but its probbaly liveable with."
Yes, maybe BA doesn't need the frequency, they're doing different things: both have their point-to-point pax, but their transfer pax are doing so through different hubs. BA's transfer pax therefore need to be at LHR-5, not at LHR-4 on a QR code-share.
Quote: "Heathrow - Muscat in an A321?"
Doesn't sound like a particularly good idea, the present arrangements are fine! Have done the trip, the short stop at AUH is really not a hardship!
Last edited by Fairdealfrank; 4th Dec 2012 at 19:16.
Join Date: Jul 2009
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NQY, JER and IOM? No more flights from LGW?
IOM: served 3x daily by BE and 1x daily by EZY
JER: served 6x daily by BE and 4x daily by BA
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Choose Manchester to improve UK's airport capacity
The same error is being made here repeatedly in that two issues are being mixed together. The market already chooses MAN to a greater or lesser extent, once again people are bleating about trying to buck the market.
UK Airport Capacity and Strategic UK Hub Connectivity (LHR and nowhere else) are the two issues in question.
Building runways and terminals anywhere except LHR or closing LHR and bulding on a new site are the only two realistic options for addressing the second. However it is right that Manchester ought to fight it's own corner but I am at a loss as to what they are realistically expecting businesses to do. There is no business in the UK able to offer from MAN what is currently served by offshore ME based carriers, and rather well I might add. This all has squat to do with BA.
Last edited by Skipness One Echo; 4th Dec 2012 at 21:51.